TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 34 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36355039; 10479-030500_0034 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 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 abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 34 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36355039?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 13 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36354623; 10479-030500_0013 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 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 abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 13 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36354623?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 41 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36354241; 10479-030500_0041 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 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 abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 41 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36354241?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 96 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36353696; 10479-030500_0096 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 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 abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 96 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36353696?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 83 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36353532; 10479-030500_0083 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 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 abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 83 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36353532?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 8 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36353438; 10479-030500_0008 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 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 abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 8 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36353438?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 5 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36353116; 10479-030500_0005 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 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 abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 5 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36353116?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 71 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36353079; 10479-030500_0071 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 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 abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 71 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36353079?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 76 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36352853; 10479-030500_0076 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 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 abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 76 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36352853?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 4 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36352830; 10479-030500_0004 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 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 abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 4 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36352830?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 93 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36352623; 10479-030500_0093 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 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 abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 93 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36352623?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-09-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WESTERN+RIVERSIDE+COUNTY+MULTIPLE+SPECIES+HABITAT+CONSERVATION+PLAN%2C+CALIFORNIA.&rft.title=WESTERN+RIVERSIDE+COUNTY+MULTIPLE+SPECIES+HABITAT+CONSERVATION+PLAN%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 22 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36352617; 10479-030500_0022 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 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 abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 22 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36352617?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 2 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36352569; 10479-030500_0002 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 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 abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 2 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36352569?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-09-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WESTERN+RIVERSIDE+COUNTY+MULTIPLE+SPECIES+HABITAT+CONSERVATION+PLAN%2C+CALIFORNIA.&rft.title=WESTERN+RIVERSIDE+COUNTY+MULTIPLE+SPECIES+HABITAT+CONSERVATION+PLAN%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 18 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36352395; 10479-030500_0018 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 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 abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 18 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36352395?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 24 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36352341; 10479-030500_0024 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 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 abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 24 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36352341?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 67 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36352202; 10479-030500_0067 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 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 abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 67 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36352202?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 14 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36352145; 10479-030500_0014 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 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 abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 14 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36352145?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-09-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INDIAN+STREET+RIDGE+PD%26E+STUDY%3A+NEW+BRIDGE+CROSSING+OF+THE+SOUTH+FORK+OF+THE+ST.+LUCIE+RIVER%2C+COUNTY+ROAD+714+%28MARTIN+HIGHWAY%29%2FSW+36TH+STREET%2FINDIAN+STREET%2C+FROM+FLORIDA%27S+TURNPIKE+TO+EAST+OF+WILLOUGHBY+BOULEVARD%2C+MARTIN+COUNTY%2C+FLORIDA.&rft.title=INDIAN+STREET+RIDGE+PD%26E+STUDY%3A+NEW+BRIDGE+CROSSING+OF+THE+SOUTH+FORK+OF+THE+ST.+LUCIE+RIVER%2C+COUNTY+ROAD+714+%28MARTIN+HIGHWAY%29%2FSW+36TH+STREET%2FINDIAN+STREET%2C+FROM+FLORIDA%27S+TURNPIKE+TO+EAST+OF+WILLOUGHBY+BOULEVARD%2C+MARTIN+COUNTY%2C+FLORIDA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 80 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36352060; 10479-030500_0080 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 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 abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 80 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36352060?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 48 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36352003; 10479-030500_0048 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 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 abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 48 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36352003?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Canadian+Geotechnical+Journal+%3D+Revue+Canadienne+de+Geotechnique&rft.atitle=A+new+working+stress+method+for+prediction+of+reinforcement+loads+in+geosynthetic+walls&rft.au=Allen%2C+T+M%3BBathurst%2C+Richard+J%3BHoltz%2C+Robert+D%3BWalters%2C+D%3BLee%2C+Wei+F&rft.aulast=Allen&rft.aufirst=T&rft.date=2003-10-01&rft.volume=40&rft.issue=5&rft.spage=976&rft.isbn=&rft.btitle=&rft.title=Canadian+Geotechnical+Journal+%3D+Revue+Canadienne+de+Geotechnique&rft.issn=00083674&rft_id=info:doi/10.1139%2FT03-051 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: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 65 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36351945; 10479-030500_0065 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 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 abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 65 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36351945?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 7 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36351884; 10479-030500_0007 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 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 abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 7 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36351884?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 72 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36351864; 10479-030500_0072 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 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 abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 72 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36351864?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 28 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36351770; 10479-030500_0028 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 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 abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 28 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36351770?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 52 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36351697; 10479-030500_0052 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 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 abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 52 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36351697?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CUMBERLAND+HEAD+CONNECTOR+ROAD%2C+TOWN+OF+PLATTSBURGH%2C+CLINTON+COUNTY%2C+NEW+YORK.&rft.title=CUMBERLAND+HEAD+CONNECTOR+ROAD%2C+TOWN+OF+PLATTSBURGH%2C+CLINTON+COUNTY%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 87 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36351640; 10479-030500_0087 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 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 abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 87 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36351640?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CUMBERLAND+HEAD+CONNECTOR+ROAD%2C+TOWN+OF+PLATTSBURGH%2C+CLINTON+COUNTY%2C+NEW+YORK.&rft.title=CUMBERLAND+HEAD+CONNECTOR+ROAD%2C+TOWN+OF+PLATTSBURGH%2C+CLINTON+COUNTY%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 89 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36351619; 10479-030500_0089 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 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 abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 89 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36351619?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CUMBERLAND+HEAD+CONNECTOR+ROAD%2C+TOWN+OF+PLATTSBURGH%2C+CLINTON+COUNTY%2C+NEW+YORK.&rft.title=CUMBERLAND+HEAD+CONNECTOR+ROAD%2C+TOWN+OF+PLATTSBURGH%2C+CLINTON+COUNTY%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 29 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36351563; 10479-030500_0029 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 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 abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 29 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36351563?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CUMBERLAND+HEAD+CONNECTOR+ROAD%2C+TOWN+OF+PLATTSBURGH%2C+CLINTON+COUNTY%2C+NEW+YORK.&rft.title=CUMBERLAND+HEAD+CONNECTOR+ROAD%2C+TOWN+OF+PLATTSBURGH%2C+CLINTON+COUNTY%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 17 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36351452; 10479-030500_0017 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 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 abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 17 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36351452?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 35 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36351416; 10479-030500_0035 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 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 abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 35 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36351416?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CUMBERLAND+HEAD+CONNECTOR+ROAD%2C+TOWN+OF+PLATTSBURGH%2C+CLINTON+COUNTY%2C+NEW+YORK.&rft.title=CUMBERLAND+HEAD+CONNECTOR+ROAD%2C+TOWN+OF+PLATTSBURGH%2C+CLINTON+COUNTY%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 16 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36351364; 10479-030500_0016 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 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 abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 16 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36351364?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CUMBERLAND+HEAD+CONNECTOR+ROAD%2C+TOWN+OF+PLATTSBURGH%2C+CLINTON+COUNTY%2C+NEW+YORK.&rft.title=CUMBERLAND+HEAD+CONNECTOR+ROAD%2C+TOWN+OF+PLATTSBURGH%2C+CLINTON+COUNTY%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 27 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36351327; 10479-030500_0027 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 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 abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 27 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36351327?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-09&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 Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 20 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36351062; 10479-030500_0020 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 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 abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 20 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36351062?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-09&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 Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 47 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36350795; 10479-030500_0047 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 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 abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 47 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36350795?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&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 Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 40 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36350793; 10479-030500_0040 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 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 abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 40 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36350793?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 55 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36350572; 10479-030500_0055 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 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 abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 55 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36350572?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 10 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36350475; 10479-030500_0010 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 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 abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 10 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36350475?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - LRT LINE TO FARMERS BRANCH AND CARROLTON IN DALLAS AND DENTON COUNTIES, TEXAS. AN - 36440827; 10472 AB - PURPOSE: The construction and operation of a 17.6-mile light rail transit (LRT) project extending from downtown Dallas to Farmers Branch and Carrollton in Dallas and Denton counties, Texas are proposed. Correct and projected travel patterns, levels of roadway congestion, and population and employment growth render the current transportation system untenable. Regional population is expected to increase from 4.2 million to 7.0 million by the year 2025. Over the same period, regional employment is expected to increase from 2.3 million to 3.9 million. In addition to the No Action Alternative, several LRT design options and station location options, as well as bus and rail operating options, are addressed in this final EIS. The LRT alternative would provide a rail system parallel to Interstate 35E (Stemmons Freeway) from downtown Dallas north through the cities of Fallas, Farmers Branch, and Carrollton, The corridor would be linked at the south end to the Dallas central business district, which provides jobs for 120,000 workers as well as a variety of education, health, entertainment, and residential amenities. These corridor activity centers include the new American Airlines Center professional sports and entertainment arena and associated Victory office, retail, and residential developments; the Stemmons Business Corridor/Dallas Market Center wholesale district; the health services, the Medical Center District; Dallas Love Field Airport; and various commercial and industrial activities. The LRT line would follow the former Union Pacific Railroad (UPRR) rights-of-way for most of its length. The alignment would depart from the UPRR rights-of-way to serve the Medical Center areas. In the Medical Center area, the line would depart from the UPRR rights-of-way north of Wycliff Avenue and enter Harry Hines Boulevard on an aerial structure. The LRT alignment would remain elevated along Harry Hines Boulevard to a point just south of Mockingbird Lane and Denton Drive. The base alignment would be served by 12 stations, with parking provided at eight of these stations and bus access provided for all stations. The capital cost of the preferred alternative is estimated at $938 million. POSITIVE IMPACTS: The LRT line would provide connections to major activity centers, employment centers, community resources, and other regional transit services provided by Dallas Area Rapid Transit. Mobility and air quality in the increasingly congested corridor would be improved by removal of motor vehicle traffic from major highways. Capital investment in the corridor and adjacent areas would be encouraged. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of 174 to 176 households and 50 to 129 businesses. A total of 28 at-grade crossings would continue to result in conflicts between rail and motor vehicle traffic. The system would affect neighborhood integrity in the vicinity of the Bachman Station, Market Center/Oak Lawn Station, and the Medical Center. Moderate noise level increases would affect numerous sensitive receptors, and vibration impacts would affect one residence. Visual impacts would be experienced at four or five locations. One U.S. jurisdictional waterway would be impacted by the loss of 0.1 acre of wetlands. Construction activities would encounter up to 45 hazardous materials sites. LEGAL MANDATES: Federal Transit Act (53 U.S.C. 5323(b)) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0421D, Volume 26, Number 4. JF - EPA number: 030493, Final EIS--634 pages, Map Supplement, October 24, 2003 PY - 2003 KW - Roads and Railroads KW - Air Quality KW - Employment KW - Hazardous Materials KW - Parking KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Safety KW - Section 106 Statements KW - Transportation KW - Visual Resources KW - Wetlands KW - Texas KW - Federal Transit Act, 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/36440827?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=LRT+LINE+TO+FARMERS+BRANCH+AND+CARROLTON+IN+DALLAS+AND+DENTON+COUNTIES%2C+TEXAS.&rft.title=LRT+LINE+TO+FARMERS+BRANCH+AND+CARROLTON+IN+DALLAS+AND+DENTON+COUNTIES%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Fort Worth, Texas; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 24, 2003 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - SOUTHEAST CORRIDOR LIGHT RAIL TRANSIT IN DALLAS COUNTY, TEXAS. [Part 2 of 20] T2 - SOUTHEAST CORRIDOR LIGHT RAIL TRANSIT IN DALLAS COUNTY, TEXAS. AN - 36354989; 10473-030494_0002 AB - PURPOSE: The construction and operation of a light rail transit (LRT) project to improve transit service in the Southeast Corridor of the Dallas Area Rapid Transit (DART) service area of Dallas County, Texas are proposed. The study corridor includes the southeast quadrant of Dallas County and is generally bounded by Interstate 30 (I-30) on the north, I-635/I-20 on the east and south, and I-45 on the west. The primary means of commuter travel in the region is single-occupant vehicle. Some arterial streets in the area carry high volumes of traffic and experience recurring congestion. The area is experiencing significant growth in employment and residential development. The LRT proposal would consist of a 10.2-mile extension of LRT service connecting downtown Dallas with the communities of Deep Ellum, Baylor, South Dallas, Fair Park, and Pleasant Grove. Most of the alignment would use pre-existing rail rights-of-way. Connections to other elements of the DART system plan are also included in the project. The LRT would link key activity and employment centers in the corridor, including Dallas Love Field Airport, the Medical Center District (Parkland, Children's, Zale, Lipshy, St. Paul and University of Texas Southwestern Medical Center), Market Center, Victory American Airlines Center, the Dallas central business district, Baylor Health Care System, Deep Ellum, and Fair Park. Access to the LRT would be provided via stations at Deep Ellum, Baylor, Fair Park, MLK, Hatcher, Lawnview, Lake June, and Buckner. The system extension would be completed and opened for revenue service in staged line segments during the years 2007 and 2008. DART's dedicated local sales tax, as well as long-term bond financing, would fund the remainder of the Northwest Corridor LRT line from Farmers Branch to Frankford, also planned to be open for revenue service in 2008. Given the definition of the federal project and the similar revenue service dates for the Northwest and Southeast corridors, the ridership forecasts and operating plans in each project's EIS document assumes both corridors are in place for the build alternative. Capital cost of the Southeast Corridor LRT is estimated at $450 million in 2002 dollars. In addition to the LRT, this draft EIS considers a No-Build Alternative, which would involve implementation of planned highway and transit facilities in the study corridor, leaving transportation facilities in the corridor largely unchanged. POSITIVE IMPACTS: The LRT would provide a reliable travel service for transit patrons in the corridor and an alternative to single-occupant vehicle use. Additionally, the LRT would contribute to the improvement in the region's air quality and would provide dependable access to employment opportunities in the area. Benefits provided by the LRT would improve the quality of life in an area with relatively large minority and low-income populations. NEGATIVE IMPACTS: Acquisition of 19.2 to 20.9 acres of rights-of-way would result in displacement of 11 to 19 residences, 11 to 21 businesses, 39 to 41 parcels, and one cell tower. The project would affect 30 acres of woodland and 40 acres of maintained grassy areas and the associated low-value wildlife habitat. Eight streams of tributaries would be bridged, and a portion of the line would cross four 100-year floodplains. Operations of the LRT would increase noise substantially in the vicinity of 246 residences, 18 of which would be affected in the extreme. Vibration due to operations could affect 65 residents and one church. LRT structures would alter the surrounding landscape, including that of the Fair Park Historic Landmark District, and parkland property at Fair Park would be taken for installation of portions of the LRT line and portions of a station. Construction activities could encounter as many as 33 hazardous materials sites. 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), 5309(e)(2)-(7), 5301(e), and 5324(b)(1)-(3)), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0199D, Volume 26, Number 2. JF - EPA number: 030494, Final EIS--1,566 pages, Preliminary Engineering Plan and Profile Drawings--201 pages (oversize, October 24, 2003 PY - 2003 VL - 2 KW - Roads and Railroads KW - Bridges KW - Cultural Resources Assessments KW - Employment KW - Floodplains KW - Forests KW - Hazardous Materials KW - Historic Districts KW - Noise Standards Violations KW - Parks KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Streams KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Wildlife Habitat KW - Texas KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Act, Funding KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36354989?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELLIOT+BRIDGE+NO.+3166+REPLACEMENT%2C+KING+COUNTY%2C+WASHINGTON+FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+DECEMBER+1995%29.&rft.title=ELLIOT+BRIDGE+NO.+3166+REPLACEMENT%2C+KING+COUNTY%2C+WASHINGTON+FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+DECEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Fort Worth, Texas; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 24, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - LRT LINE TO FARMERS BRANCH AND CARROLTON IN DALLAS AND DENTON COUNTIES, TEXAS. [Part 2 of 2] T2 - LRT LINE TO FARMERS BRANCH AND CARROLTON IN DALLAS AND DENTON COUNTIES, TEXAS. AN - 36354922; 10472-030493_0002 AB - PURPOSE: The construction and operation of a 17.6-mile light rail transit (LRT) project extending from downtown Dallas to Farmers Branch and Carrollton in Dallas and Denton counties, Texas are proposed. Correct and projected travel patterns, levels of roadway congestion, and population and employment growth render the current transportation system untenable. Regional population is expected to increase from 4.2 million to 7.0 million by the year 2025. Over the same period, regional employment is expected to increase from 2.3 million to 3.9 million. In addition to the No Action Alternative, several LRT design options and station location options, as well as bus and rail operating options, are addressed in this final EIS. The LRT alternative would provide a rail system parallel to Interstate 35E (Stemmons Freeway) from downtown Dallas north through the cities of Fallas, Farmers Branch, and Carrollton, The corridor would be linked at the south end to the Dallas central business district, which provides jobs for 120,000 workers as well as a variety of education, health, entertainment, and residential amenities. These corridor activity centers include the new American Airlines Center professional sports and entertainment arena and associated Victory office, retail, and residential developments; the Stemmons Business Corridor/Dallas Market Center wholesale district; the health services, the Medical Center District; Dallas Love Field Airport; and various commercial and industrial activities. The LRT line would follow the former Union Pacific Railroad (UPRR) rights-of-way for most of its length. The alignment would depart from the UPRR rights-of-way to serve the Medical Center areas. In the Medical Center area, the line would depart from the UPRR rights-of-way north of Wycliff Avenue and enter Harry Hines Boulevard on an aerial structure. The LRT alignment would remain elevated along Harry Hines Boulevard to a point just south of Mockingbird Lane and Denton Drive. The base alignment would be served by 12 stations, with parking provided at eight of these stations and bus access provided for all stations. The capital cost of the preferred alternative is estimated at $938 million. POSITIVE IMPACTS: The LRT line would provide connections to major activity centers, employment centers, community resources, and other regional transit services provided by Dallas Area Rapid Transit. Mobility and air quality in the increasingly congested corridor would be improved by removal of motor vehicle traffic from major highways. Capital investment in the corridor and adjacent areas would be encouraged. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of 174 to 176 households and 50 to 129 businesses. A total of 28 at-grade crossings would continue to result in conflicts between rail and motor vehicle traffic. The system would affect neighborhood integrity in the vicinity of the Bachman Station, Market Center/Oak Lawn Station, and the Medical Center. Moderate noise level increases would affect numerous sensitive receptors, and vibration impacts would affect one residence. Visual impacts would be experienced at four or five locations. One U.S. jurisdictional waterway would be impacted by the loss of 0.1 acre of wetlands. Construction activities would encounter up to 45 hazardous materials sites. LEGAL MANDATES: Federal Transit Act (53 U.S.C. 5323(b)) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0421D, Volume 26, Number 4. JF - EPA number: 030493, Final EIS--634 pages, Map Supplement, October 24, 2003 PY - 2003 VL - 2 KW - Roads and Railroads KW - Air Quality KW - Employment KW - Hazardous Materials KW - Parking KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Safety KW - Section 106 Statements KW - Transportation KW - Visual Resources KW - Wetlands KW - Texas KW - Federal Transit Act, 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/36354922?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=LRT+LINE+TO+FARMERS+BRANCH+AND+CARROLTON+IN+DALLAS+AND+DENTON+COUNTIES%2C+TEXAS.&rft.title=LRT+LINE+TO+FARMERS+BRANCH+AND+CARROLTON+IN+DALLAS+AND+DENTON+COUNTIES%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Fort Worth, Texas; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 24, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTHEAST CORRIDOR LIGHT RAIL TRANSIT IN DALLAS COUNTY, TEXAS. [Part 4 of 20] T2 - SOUTHEAST CORRIDOR LIGHT RAIL TRANSIT IN DALLAS COUNTY, TEXAS. AN - 36353964; 10473-030494_0004 AB - PURPOSE: The construction and operation of a light rail transit (LRT) project to improve transit service in the Southeast Corridor of the Dallas Area Rapid Transit (DART) service area of Dallas County, Texas are proposed. The study corridor includes the southeast quadrant of Dallas County and is generally bounded by Interstate 30 (I-30) on the north, I-635/I-20 on the east and south, and I-45 on the west. The primary means of commuter travel in the region is single-occupant vehicle. Some arterial streets in the area carry high volumes of traffic and experience recurring congestion. The area is experiencing significant growth in employment and residential development. The LRT proposal would consist of a 10.2-mile extension of LRT service connecting downtown Dallas with the communities of Deep Ellum, Baylor, South Dallas, Fair Park, and Pleasant Grove. Most of the alignment would use pre-existing rail rights-of-way. Connections to other elements of the DART system plan are also included in the project. The LRT would link key activity and employment centers in the corridor, including Dallas Love Field Airport, the Medical Center District (Parkland, Children's, Zale, Lipshy, St. Paul and University of Texas Southwestern Medical Center), Market Center, Victory American Airlines Center, the Dallas central business district, Baylor Health Care System, Deep Ellum, and Fair Park. Access to the LRT would be provided via stations at Deep Ellum, Baylor, Fair Park, MLK, Hatcher, Lawnview, Lake June, and Buckner. The system extension would be completed and opened for revenue service in staged line segments during the years 2007 and 2008. DART's dedicated local sales tax, as well as long-term bond financing, would fund the remainder of the Northwest Corridor LRT line from Farmers Branch to Frankford, also planned to be open for revenue service in 2008. Given the definition of the federal project and the similar revenue service dates for the Northwest and Southeast corridors, the ridership forecasts and operating plans in each project's EIS document assumes both corridors are in place for the build alternative. Capital cost of the Southeast Corridor LRT is estimated at $450 million in 2002 dollars. In addition to the LRT, this draft EIS considers a No-Build Alternative, which would involve implementation of planned highway and transit facilities in the study corridor, leaving transportation facilities in the corridor largely unchanged. POSITIVE IMPACTS: The LRT would provide a reliable travel service for transit patrons in the corridor and an alternative to single-occupant vehicle use. Additionally, the LRT would contribute to the improvement in the region's air quality and would provide dependable access to employment opportunities in the area. Benefits provided by the LRT would improve the quality of life in an area with relatively large minority and low-income populations. NEGATIVE IMPACTS: Acquisition of 19.2 to 20.9 acres of rights-of-way would result in displacement of 11 to 19 residences, 11 to 21 businesses, 39 to 41 parcels, and one cell tower. The project would affect 30 acres of woodland and 40 acres of maintained grassy areas and the associated low-value wildlife habitat. Eight streams of tributaries would be bridged, and a portion of the line would cross four 100-year floodplains. Operations of the LRT would increase noise substantially in the vicinity of 246 residences, 18 of which would be affected in the extreme. Vibration due to operations could affect 65 residents and one church. LRT structures would alter the surrounding landscape, including that of the Fair Park Historic Landmark District, and parkland property at Fair Park would be taken for installation of portions of the LRT line and portions of a station. Construction activities could encounter as many as 33 hazardous materials sites. 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), 5309(e)(2)-(7), 5301(e), and 5324(b)(1)-(3)), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0199D, Volume 26, Number 2. JF - EPA number: 030494, Final EIS--1,566 pages, Preliminary Engineering Plan and Profile Drawings--201 pages (oversize, October 24, 2003 PY - 2003 VL - 4 KW - Roads and Railroads KW - Bridges KW - Cultural Resources Assessments KW - Employment KW - Floodplains KW - Forests KW - Hazardous Materials KW - Historic Districts KW - Noise Standards Violations KW - Parks KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Streams KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Wildlife Habitat KW - Texas KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Act, Funding KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36353964?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHEAST+CORRIDOR+LIGHT+RAIL+TRANSIT+IN+DALLAS+COUNTY%2C+TEXAS.&rft.title=SOUTHEAST+CORRIDOR+LIGHT+RAIL+TRANSIT+IN+DALLAS+COUNTY%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Fort Worth, Texas; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 24, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTHEAST CORRIDOR LIGHT RAIL TRANSIT IN DALLAS COUNTY, TEXAS. [Part 11 of 20] T2 - SOUTHEAST CORRIDOR LIGHT RAIL TRANSIT IN DALLAS COUNTY, TEXAS. AN - 36353867; 10473-030494_0011 AB - PURPOSE: The construction and operation of a light rail transit (LRT) project to improve transit service in the Southeast Corridor of the Dallas Area Rapid Transit (DART) service area of Dallas County, Texas are proposed. The study corridor includes the southeast quadrant of Dallas County and is generally bounded by Interstate 30 (I-30) on the north, I-635/I-20 on the east and south, and I-45 on the west. The primary means of commuter travel in the region is single-occupant vehicle. Some arterial streets in the area carry high volumes of traffic and experience recurring congestion. The area is experiencing significant growth in employment and residential development. The LRT proposal would consist of a 10.2-mile extension of LRT service connecting downtown Dallas with the communities of Deep Ellum, Baylor, South Dallas, Fair Park, and Pleasant Grove. Most of the alignment would use pre-existing rail rights-of-way. Connections to other elements of the DART system plan are also included in the project. The LRT would link key activity and employment centers in the corridor, including Dallas Love Field Airport, the Medical Center District (Parkland, Children's, Zale, Lipshy, St. Paul and University of Texas Southwestern Medical Center), Market Center, Victory American Airlines Center, the Dallas central business district, Baylor Health Care System, Deep Ellum, and Fair Park. Access to the LRT would be provided via stations at Deep Ellum, Baylor, Fair Park, MLK, Hatcher, Lawnview, Lake June, and Buckner. The system extension would be completed and opened for revenue service in staged line segments during the years 2007 and 2008. DART's dedicated local sales tax, as well as long-term bond financing, would fund the remainder of the Northwest Corridor LRT line from Farmers Branch to Frankford, also planned to be open for revenue service in 2008. Given the definition of the federal project and the similar revenue service dates for the Northwest and Southeast corridors, the ridership forecasts and operating plans in each project's EIS document assumes both corridors are in place for the build alternative. Capital cost of the Southeast Corridor LRT is estimated at $450 million in 2002 dollars. In addition to the LRT, this draft EIS considers a No-Build Alternative, which would involve implementation of planned highway and transit facilities in the study corridor, leaving transportation facilities in the corridor largely unchanged. POSITIVE IMPACTS: The LRT would provide a reliable travel service for transit patrons in the corridor and an alternative to single-occupant vehicle use. Additionally, the LRT would contribute to the improvement in the region's air quality and would provide dependable access to employment opportunities in the area. Benefits provided by the LRT would improve the quality of life in an area with relatively large minority and low-income populations. NEGATIVE IMPACTS: Acquisition of 19.2 to 20.9 acres of rights-of-way would result in displacement of 11 to 19 residences, 11 to 21 businesses, 39 to 41 parcels, and one cell tower. The project would affect 30 acres of woodland and 40 acres of maintained grassy areas and the associated low-value wildlife habitat. Eight streams of tributaries would be bridged, and a portion of the line would cross four 100-year floodplains. Operations of the LRT would increase noise substantially in the vicinity of 246 residences, 18 of which would be affected in the extreme. Vibration due to operations could affect 65 residents and one church. LRT structures would alter the surrounding landscape, including that of the Fair Park Historic Landmark District, and parkland property at Fair Park would be taken for installation of portions of the LRT line and portions of a station. Construction activities could encounter as many as 33 hazardous materials sites. 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), 5309(e)(2)-(7), 5301(e), and 5324(b)(1)-(3)), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0199D, Volume 26, Number 2. JF - EPA number: 030494, Final EIS--1,566 pages, Preliminary Engineering Plan and Profile Drawings--201 pages (oversize, October 24, 2003 PY - 2003 VL - 11 KW - Roads and Railroads KW - Bridges KW - Cultural Resources Assessments KW - Employment KW - Floodplains KW - Forests KW - Hazardous Materials KW - Historic Districts KW - Noise Standards Violations KW - Parks KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Streams KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Wildlife Habitat KW - Texas KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Act, Funding KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36353867?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GRAND+PARKWAY%2C+STATE+HIGHWAY+99+SEGMENT+F-1%2C+FROM+US+290+TO+SH+249%2C+HARRIS+COUNTY%2C+TEXAS.&rft.title=GRAND+PARKWAY%2C+STATE+HIGHWAY+99+SEGMENT+F-1%2C+FROM+US+290+TO+SH+249%2C+HARRIS+COUNTY%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Fort Worth, Texas; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 24, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTHEAST CORRIDOR LIGHT RAIL TRANSIT IN DALLAS COUNTY, TEXAS. [Part 10 of 20] T2 - SOUTHEAST CORRIDOR LIGHT RAIL TRANSIT IN DALLAS COUNTY, TEXAS. AN - 36353707; 10473-030494_0010 AB - PURPOSE: The construction and operation of a light rail transit (LRT) project to improve transit service in the Southeast Corridor of the Dallas Area Rapid Transit (DART) service area of Dallas County, Texas are proposed. The study corridor includes the southeast quadrant of Dallas County and is generally bounded by Interstate 30 (I-30) on the north, I-635/I-20 on the east and south, and I-45 on the west. The primary means of commuter travel in the region is single-occupant vehicle. Some arterial streets in the area carry high volumes of traffic and experience recurring congestion. The area is experiencing significant growth in employment and residential development. The LRT proposal would consist of a 10.2-mile extension of LRT service connecting downtown Dallas with the communities of Deep Ellum, Baylor, South Dallas, Fair Park, and Pleasant Grove. Most of the alignment would use pre-existing rail rights-of-way. Connections to other elements of the DART system plan are also included in the project. The LRT would link key activity and employment centers in the corridor, including Dallas Love Field Airport, the Medical Center District (Parkland, Children's, Zale, Lipshy, St. Paul and University of Texas Southwestern Medical Center), Market Center, Victory American Airlines Center, the Dallas central business district, Baylor Health Care System, Deep Ellum, and Fair Park. Access to the LRT would be provided via stations at Deep Ellum, Baylor, Fair Park, MLK, Hatcher, Lawnview, Lake June, and Buckner. The system extension would be completed and opened for revenue service in staged line segments during the years 2007 and 2008. DART's dedicated local sales tax, as well as long-term bond financing, would fund the remainder of the Northwest Corridor LRT line from Farmers Branch to Frankford, also planned to be open for revenue service in 2008. Given the definition of the federal project and the similar revenue service dates for the Northwest and Southeast corridors, the ridership forecasts and operating plans in each project's EIS document assumes both corridors are in place for the build alternative. Capital cost of the Southeast Corridor LRT is estimated at $450 million in 2002 dollars. In addition to the LRT, this draft EIS considers a No-Build Alternative, which would involve implementation of planned highway and transit facilities in the study corridor, leaving transportation facilities in the corridor largely unchanged. POSITIVE IMPACTS: The LRT would provide a reliable travel service for transit patrons in the corridor and an alternative to single-occupant vehicle use. Additionally, the LRT would contribute to the improvement in the region's air quality and would provide dependable access to employment opportunities in the area. Benefits provided by the LRT would improve the quality of life in an area with relatively large minority and low-income populations. NEGATIVE IMPACTS: Acquisition of 19.2 to 20.9 acres of rights-of-way would result in displacement of 11 to 19 residences, 11 to 21 businesses, 39 to 41 parcels, and one cell tower. The project would affect 30 acres of woodland and 40 acres of maintained grassy areas and the associated low-value wildlife habitat. Eight streams of tributaries would be bridged, and a portion of the line would cross four 100-year floodplains. Operations of the LRT would increase noise substantially in the vicinity of 246 residences, 18 of which would be affected in the extreme. Vibration due to operations could affect 65 residents and one church. LRT structures would alter the surrounding landscape, including that of the Fair Park Historic Landmark District, and parkland property at Fair Park would be taken for installation of portions of the LRT line and portions of a station. Construction activities could encounter as many as 33 hazardous materials sites. 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), 5309(e)(2)-(7), 5301(e), and 5324(b)(1)-(3)), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0199D, Volume 26, Number 2. JF - EPA number: 030494, Final EIS--1,566 pages, Preliminary Engineering Plan and Profile Drawings--201 pages (oversize, October 24, 2003 PY - 2003 VL - 10 KW - Roads and Railroads KW - Bridges KW - Cultural Resources Assessments KW - Employment KW - Floodplains KW - Forests KW - Hazardous Materials KW - Historic Districts KW - Noise Standards Violations KW - Parks KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Streams KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Wildlife Habitat KW - Texas KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Act, Funding KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36353707?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHEAST+CORRIDOR+LIGHT+RAIL+TRANSIT+IN+DALLAS+COUNTY%2C+TEXAS.&rft.title=SOUTHEAST+CORRIDOR+LIGHT+RAIL+TRANSIT+IN+DALLAS+COUNTY%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Fort Worth, Texas; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 24, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTHEAST CORRIDOR LIGHT RAIL TRANSIT IN DALLAS COUNTY, TEXAS. [Part 15 of 20] T2 - SOUTHEAST CORRIDOR LIGHT RAIL TRANSIT IN DALLAS COUNTY, TEXAS. AN - 36352873; 10473-030494_0015 AB - PURPOSE: The construction and operation of a light rail transit (LRT) project to improve transit service in the Southeast Corridor of the Dallas Area Rapid Transit (DART) service area of Dallas County, Texas are proposed. The study corridor includes the southeast quadrant of Dallas County and is generally bounded by Interstate 30 (I-30) on the north, I-635/I-20 on the east and south, and I-45 on the west. The primary means of commuter travel in the region is single-occupant vehicle. Some arterial streets in the area carry high volumes of traffic and experience recurring congestion. The area is experiencing significant growth in employment and residential development. The LRT proposal would consist of a 10.2-mile extension of LRT service connecting downtown Dallas with the communities of Deep Ellum, Baylor, South Dallas, Fair Park, and Pleasant Grove. Most of the alignment would use pre-existing rail rights-of-way. Connections to other elements of the DART system plan are also included in the project. The LRT would link key activity and employment centers in the corridor, including Dallas Love Field Airport, the Medical Center District (Parkland, Children's, Zale, Lipshy, St. Paul and University of Texas Southwestern Medical Center), Market Center, Victory American Airlines Center, the Dallas central business district, Baylor Health Care System, Deep Ellum, and Fair Park. Access to the LRT would be provided via stations at Deep Ellum, Baylor, Fair Park, MLK, Hatcher, Lawnview, Lake June, and Buckner. The system extension would be completed and opened for revenue service in staged line segments during the years 2007 and 2008. DART's dedicated local sales tax, as well as long-term bond financing, would fund the remainder of the Northwest Corridor LRT line from Farmers Branch to Frankford, also planned to be open for revenue service in 2008. Given the definition of the federal project and the similar revenue service dates for the Northwest and Southeast corridors, the ridership forecasts and operating plans in each project's EIS document assumes both corridors are in place for the build alternative. Capital cost of the Southeast Corridor LRT is estimated at $450 million in 2002 dollars. In addition to the LRT, this draft EIS considers a No-Build Alternative, which would involve implementation of planned highway and transit facilities in the study corridor, leaving transportation facilities in the corridor largely unchanged. POSITIVE IMPACTS: The LRT would provide a reliable travel service for transit patrons in the corridor and an alternative to single-occupant vehicle use. Additionally, the LRT would contribute to the improvement in the region's air quality and would provide dependable access to employment opportunities in the area. Benefits provided by the LRT would improve the quality of life in an area with relatively large minority and low-income populations. NEGATIVE IMPACTS: Acquisition of 19.2 to 20.9 acres of rights-of-way would result in displacement of 11 to 19 residences, 11 to 21 businesses, 39 to 41 parcels, and one cell tower. The project would affect 30 acres of woodland and 40 acres of maintained grassy areas and the associated low-value wildlife habitat. Eight streams of tributaries would be bridged, and a portion of the line would cross four 100-year floodplains. Operations of the LRT would increase noise substantially in the vicinity of 246 residences, 18 of which would be affected in the extreme. Vibration due to operations could affect 65 residents and one church. LRT structures would alter the surrounding landscape, including that of the Fair Park Historic Landmark District, and parkland property at Fair Park would be taken for installation of portions of the LRT line and portions of a station. Construction activities could encounter as many as 33 hazardous materials sites. 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), 5309(e)(2)-(7), 5301(e), and 5324(b)(1)-(3)), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0199D, Volume 26, Number 2. JF - EPA number: 030494, Final EIS--1,566 pages, Preliminary Engineering Plan and Profile Drawings--201 pages (oversize, October 24, 2003 PY - 2003 VL - 15 KW - Roads and Railroads KW - Bridges KW - Cultural Resources Assessments KW - Employment KW - Floodplains KW - Forests KW - Hazardous Materials KW - Historic Districts KW - Noise Standards Violations KW - Parks KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Streams KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Wildlife Habitat KW - Texas KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Act, Funding KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36352873?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHEAST+CORRIDOR+LIGHT+RAIL+TRANSIT+IN+DALLAS+COUNTY%2C+TEXAS.&rft.title=SOUTHEAST+CORRIDOR+LIGHT+RAIL+TRANSIT+IN+DALLAS+COUNTY%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Fort Worth, Texas; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 24, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTHEAST CORRIDOR LIGHT RAIL TRANSIT IN DALLAS COUNTY, TEXAS. [Part 6 of 20] T2 - SOUTHEAST CORRIDOR LIGHT RAIL TRANSIT IN DALLAS COUNTY, TEXAS. AN - 36352318; 10473-030494_0006 AB - PURPOSE: The construction and operation of a light rail transit (LRT) project to improve transit service in the Southeast Corridor of the Dallas Area Rapid Transit (DART) service area of Dallas County, Texas are proposed. The study corridor includes the southeast quadrant of Dallas County and is generally bounded by Interstate 30 (I-30) on the north, I-635/I-20 on the east and south, and I-45 on the west. The primary means of commuter travel in the region is single-occupant vehicle. Some arterial streets in the area carry high volumes of traffic and experience recurring congestion. The area is experiencing significant growth in employment and residential development. The LRT proposal would consist of a 10.2-mile extension of LRT service connecting downtown Dallas with the communities of Deep Ellum, Baylor, South Dallas, Fair Park, and Pleasant Grove. Most of the alignment would use pre-existing rail rights-of-way. Connections to other elements of the DART system plan are also included in the project. The LRT would link key activity and employment centers in the corridor, including Dallas Love Field Airport, the Medical Center District (Parkland, Children's, Zale, Lipshy, St. Paul and University of Texas Southwestern Medical Center), Market Center, Victory American Airlines Center, the Dallas central business district, Baylor Health Care System, Deep Ellum, and Fair Park. Access to the LRT would be provided via stations at Deep Ellum, Baylor, Fair Park, MLK, Hatcher, Lawnview, Lake June, and Buckner. The system extension would be completed and opened for revenue service in staged line segments during the years 2007 and 2008. DART's dedicated local sales tax, as well as long-term bond financing, would fund the remainder of the Northwest Corridor LRT line from Farmers Branch to Frankford, also planned to be open for revenue service in 2008. Given the definition of the federal project and the similar revenue service dates for the Northwest and Southeast corridors, the ridership forecasts and operating plans in each project's EIS document assumes both corridors are in place for the build alternative. Capital cost of the Southeast Corridor LRT is estimated at $450 million in 2002 dollars. In addition to the LRT, this draft EIS considers a No-Build Alternative, which would involve implementation of planned highway and transit facilities in the study corridor, leaving transportation facilities in the corridor largely unchanged. POSITIVE IMPACTS: The LRT would provide a reliable travel service for transit patrons in the corridor and an alternative to single-occupant vehicle use. Additionally, the LRT would contribute to the improvement in the region's air quality and would provide dependable access to employment opportunities in the area. Benefits provided by the LRT would improve the quality of life in an area with relatively large minority and low-income populations. NEGATIVE IMPACTS: Acquisition of 19.2 to 20.9 acres of rights-of-way would result in displacement of 11 to 19 residences, 11 to 21 businesses, 39 to 41 parcels, and one cell tower. The project would affect 30 acres of woodland and 40 acres of maintained grassy areas and the associated low-value wildlife habitat. Eight streams of tributaries would be bridged, and a portion of the line would cross four 100-year floodplains. Operations of the LRT would increase noise substantially in the vicinity of 246 residences, 18 of which would be affected in the extreme. Vibration due to operations could affect 65 residents and one church. LRT structures would alter the surrounding landscape, including that of the Fair Park Historic Landmark District, and parkland property at Fair Park would be taken for installation of portions of the LRT line and portions of a station. Construction activities could encounter as many as 33 hazardous materials sites. 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), 5309(e)(2)-(7), 5301(e), and 5324(b)(1)-(3)), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0199D, Volume 26, Number 2. JF - EPA number: 030494, Final EIS--1,566 pages, Preliminary Engineering Plan and Profile Drawings--201 pages (oversize, October 24, 2003 PY - 2003 VL - 6 KW - Roads and Railroads KW - Bridges KW - Cultural Resources Assessments KW - Employment KW - Floodplains KW - Forests KW - Hazardous Materials KW - Historic Districts KW - Noise Standards Violations KW - Parks KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Streams KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Wildlife Habitat KW - Texas KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Act, Funding KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36352318?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GRAND+PARKWAY%2C+STATE+HIGHWAY+99+SEGMENT+F-1%2C+FROM+US+290+TO+SH+249%2C+HARRIS+COUNTY%2C+TEXAS.&rft.title=GRAND+PARKWAY%2C+STATE+HIGHWAY+99+SEGMENT+F-1%2C+FROM+US+290+TO+SH+249%2C+HARRIS+COUNTY%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Fort Worth, Texas; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 24, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTHEAST CORRIDOR LIGHT RAIL TRANSIT IN DALLAS COUNTY, TEXAS. [Part 7 of 20] T2 - SOUTHEAST CORRIDOR LIGHT RAIL TRANSIT IN DALLAS COUNTY, TEXAS. AN - 36352273; 10473-030494_0007 AB - PURPOSE: The construction and operation of a light rail transit (LRT) project to improve transit service in the Southeast Corridor of the Dallas Area Rapid Transit (DART) service area of Dallas County, Texas are proposed. The study corridor includes the southeast quadrant of Dallas County and is generally bounded by Interstate 30 (I-30) on the north, I-635/I-20 on the east and south, and I-45 on the west. The primary means of commuter travel in the region is single-occupant vehicle. Some arterial streets in the area carry high volumes of traffic and experience recurring congestion. The area is experiencing significant growth in employment and residential development. The LRT proposal would consist of a 10.2-mile extension of LRT service connecting downtown Dallas with the communities of Deep Ellum, Baylor, South Dallas, Fair Park, and Pleasant Grove. Most of the alignment would use pre-existing rail rights-of-way. Connections to other elements of the DART system plan are also included in the project. The LRT would link key activity and employment centers in the corridor, including Dallas Love Field Airport, the Medical Center District (Parkland, Children's, Zale, Lipshy, St. Paul and University of Texas Southwestern Medical Center), Market Center, Victory American Airlines Center, the Dallas central business district, Baylor Health Care System, Deep Ellum, and Fair Park. Access to the LRT would be provided via stations at Deep Ellum, Baylor, Fair Park, MLK, Hatcher, Lawnview, Lake June, and Buckner. The system extension would be completed and opened for revenue service in staged line segments during the years 2007 and 2008. DART's dedicated local sales tax, as well as long-term bond financing, would fund the remainder of the Northwest Corridor LRT line from Farmers Branch to Frankford, also planned to be open for revenue service in 2008. Given the definition of the federal project and the similar revenue service dates for the Northwest and Southeast corridors, the ridership forecasts and operating plans in each project's EIS document assumes both corridors are in place for the build alternative. Capital cost of the Southeast Corridor LRT is estimated at $450 million in 2002 dollars. In addition to the LRT, this draft EIS considers a No-Build Alternative, which would involve implementation of planned highway and transit facilities in the study corridor, leaving transportation facilities in the corridor largely unchanged. POSITIVE IMPACTS: The LRT would provide a reliable travel service for transit patrons in the corridor and an alternative to single-occupant vehicle use. Additionally, the LRT would contribute to the improvement in the region's air quality and would provide dependable access to employment opportunities in the area. Benefits provided by the LRT would improve the quality of life in an area with relatively large minority and low-income populations. NEGATIVE IMPACTS: Acquisition of 19.2 to 20.9 acres of rights-of-way would result in displacement of 11 to 19 residences, 11 to 21 businesses, 39 to 41 parcels, and one cell tower. The project would affect 30 acres of woodland and 40 acres of maintained grassy areas and the associated low-value wildlife habitat. Eight streams of tributaries would be bridged, and a portion of the line would cross four 100-year floodplains. Operations of the LRT would increase noise substantially in the vicinity of 246 residences, 18 of which would be affected in the extreme. Vibration due to operations could affect 65 residents and one church. LRT structures would alter the surrounding landscape, including that of the Fair Park Historic Landmark District, and parkland property at Fair Park would be taken for installation of portions of the LRT line and portions of a station. Construction activities could encounter as many as 33 hazardous materials sites. 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), 5309(e)(2)-(7), 5301(e), and 5324(b)(1)-(3)), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0199D, Volume 26, Number 2. JF - EPA number: 030494, Final EIS--1,566 pages, Preliminary Engineering Plan and Profile Drawings--201 pages (oversize, October 24, 2003 PY - 2003 VL - 7 KW - Roads and Railroads KW - Bridges KW - Cultural Resources Assessments KW - Employment KW - Floodplains KW - Forests KW - Hazardous Materials KW - Historic Districts KW - Noise Standards Violations KW - Parks KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Streams KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Wildlife Habitat KW - Texas KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Act, Funding KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36352273?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHEAST+CORRIDOR+LIGHT+RAIL+TRANSIT+IN+DALLAS+COUNTY%2C+TEXAS.&rft.title=SOUTHEAST+CORRIDOR+LIGHT+RAIL+TRANSIT+IN+DALLAS+COUNTY%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Fort Worth, Texas; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 24, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTHEAST CORRIDOR LIGHT RAIL TRANSIT IN DALLAS COUNTY, TEXAS. [Part 19 of 20] T2 - SOUTHEAST CORRIDOR LIGHT RAIL TRANSIT IN DALLAS COUNTY, TEXAS. AN - 36352068; 10473-030494_0019 AB - PURPOSE: The construction and operation of a light rail transit (LRT) project to improve transit service in the Southeast Corridor of the Dallas Area Rapid Transit (DART) service area of Dallas County, Texas are proposed. The study corridor includes the southeast quadrant of Dallas County and is generally bounded by Interstate 30 (I-30) on the north, I-635/I-20 on the east and south, and I-45 on the west. The primary means of commuter travel in the region is single-occupant vehicle. Some arterial streets in the area carry high volumes of traffic and experience recurring congestion. The area is experiencing significant growth in employment and residential development. The LRT proposal would consist of a 10.2-mile extension of LRT service connecting downtown Dallas with the communities of Deep Ellum, Baylor, South Dallas, Fair Park, and Pleasant Grove. Most of the alignment would use pre-existing rail rights-of-way. Connections to other elements of the DART system plan are also included in the project. The LRT would link key activity and employment centers in the corridor, including Dallas Love Field Airport, the Medical Center District (Parkland, Children's, Zale, Lipshy, St. Paul and University of Texas Southwestern Medical Center), Market Center, Victory American Airlines Center, the Dallas central business district, Baylor Health Care System, Deep Ellum, and Fair Park. Access to the LRT would be provided via stations at Deep Ellum, Baylor, Fair Park, MLK, Hatcher, Lawnview, Lake June, and Buckner. The system extension would be completed and opened for revenue service in staged line segments during the years 2007 and 2008. DART's dedicated local sales tax, as well as long-term bond financing, would fund the remainder of the Northwest Corridor LRT line from Farmers Branch to Frankford, also planned to be open for revenue service in 2008. Given the definition of the federal project and the similar revenue service dates for the Northwest and Southeast corridors, the ridership forecasts and operating plans in each project's EIS document assumes both corridors are in place for the build alternative. Capital cost of the Southeast Corridor LRT is estimated at $450 million in 2002 dollars. In addition to the LRT, this draft EIS considers a No-Build Alternative, which would involve implementation of planned highway and transit facilities in the study corridor, leaving transportation facilities in the corridor largely unchanged. POSITIVE IMPACTS: The LRT would provide a reliable travel service for transit patrons in the corridor and an alternative to single-occupant vehicle use. Additionally, the LRT would contribute to the improvement in the region's air quality and would provide dependable access to employment opportunities in the area. Benefits provided by the LRT would improve the quality of life in an area with relatively large minority and low-income populations. NEGATIVE IMPACTS: Acquisition of 19.2 to 20.9 acres of rights-of-way would result in displacement of 11 to 19 residences, 11 to 21 businesses, 39 to 41 parcels, and one cell tower. The project would affect 30 acres of woodland and 40 acres of maintained grassy areas and the associated low-value wildlife habitat. Eight streams of tributaries would be bridged, and a portion of the line would cross four 100-year floodplains. Operations of the LRT would increase noise substantially in the vicinity of 246 residences, 18 of which would be affected in the extreme. Vibration due to operations could affect 65 residents and one church. LRT structures would alter the surrounding landscape, including that of the Fair Park Historic Landmark District, and parkland property at Fair Park would be taken for installation of portions of the LRT line and portions of a station. Construction activities could encounter as many as 33 hazardous materials sites. 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), 5309(e)(2)-(7), 5301(e), and 5324(b)(1)-(3)), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0199D, Volume 26, Number 2. JF - EPA number: 030494, Final EIS--1,566 pages, Preliminary Engineering Plan and Profile Drawings--201 pages (oversize, October 24, 2003 PY - 2003 VL - 19 KW - Roads and Railroads KW - Bridges KW - Cultural Resources Assessments KW - Employment KW - Floodplains KW - Forests KW - Hazardous Materials KW - Historic Districts KW - Noise Standards Violations KW - Parks KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Streams KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Wildlife Habitat KW - Texas KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Act, Funding KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36352068?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHEAST+CORRIDOR+LIGHT+RAIL+TRANSIT+IN+DALLAS+COUNTY%2C+TEXAS.&rft.title=SOUTHEAST+CORRIDOR+LIGHT+RAIL+TRANSIT+IN+DALLAS+COUNTY%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Fort Worth, Texas; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 24, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTHEAST CORRIDOR LIGHT RAIL TRANSIT IN DALLAS COUNTY, TEXAS. [Part 17 of 20] T2 - SOUTHEAST CORRIDOR LIGHT RAIL TRANSIT IN DALLAS COUNTY, TEXAS. AN - 36351932; 10473-030494_0017 AB - PURPOSE: The construction and operation of a light rail transit (LRT) project to improve transit service in the Southeast Corridor of the Dallas Area Rapid Transit (DART) service area of Dallas County, Texas are proposed. The study corridor includes the southeast quadrant of Dallas County and is generally bounded by Interstate 30 (I-30) on the north, I-635/I-20 on the east and south, and I-45 on the west. The primary means of commuter travel in the region is single-occupant vehicle. Some arterial streets in the area carry high volumes of traffic and experience recurring congestion. The area is experiencing significant growth in employment and residential development. The LRT proposal would consist of a 10.2-mile extension of LRT service connecting downtown Dallas with the communities of Deep Ellum, Baylor, South Dallas, Fair Park, and Pleasant Grove. Most of the alignment would use pre-existing rail rights-of-way. Connections to other elements of the DART system plan are also included in the project. The LRT would link key activity and employment centers in the corridor, including Dallas Love Field Airport, the Medical Center District (Parkland, Children's, Zale, Lipshy, St. Paul and University of Texas Southwestern Medical Center), Market Center, Victory American Airlines Center, the Dallas central business district, Baylor Health Care System, Deep Ellum, and Fair Park. Access to the LRT would be provided via stations at Deep Ellum, Baylor, Fair Park, MLK, Hatcher, Lawnview, Lake June, and Buckner. The system extension would be completed and opened for revenue service in staged line segments during the years 2007 and 2008. DART's dedicated local sales tax, as well as long-term bond financing, would fund the remainder of the Northwest Corridor LRT line from Farmers Branch to Frankford, also planned to be open for revenue service in 2008. Given the definition of the federal project and the similar revenue service dates for the Northwest and Southeast corridors, the ridership forecasts and operating plans in each project's EIS document assumes both corridors are in place for the build alternative. Capital cost of the Southeast Corridor LRT is estimated at $450 million in 2002 dollars. In addition to the LRT, this draft EIS considers a No-Build Alternative, which would involve implementation of planned highway and transit facilities in the study corridor, leaving transportation facilities in the corridor largely unchanged. POSITIVE IMPACTS: The LRT would provide a reliable travel service for transit patrons in the corridor and an alternative to single-occupant vehicle use. Additionally, the LRT would contribute to the improvement in the region's air quality and would provide dependable access to employment opportunities in the area. Benefits provided by the LRT would improve the quality of life in an area with relatively large minority and low-income populations. NEGATIVE IMPACTS: Acquisition of 19.2 to 20.9 acres of rights-of-way would result in displacement of 11 to 19 residences, 11 to 21 businesses, 39 to 41 parcels, and one cell tower. The project would affect 30 acres of woodland and 40 acres of maintained grassy areas and the associated low-value wildlife habitat. Eight streams of tributaries would be bridged, and a portion of the line would cross four 100-year floodplains. Operations of the LRT would increase noise substantially in the vicinity of 246 residences, 18 of which would be affected in the extreme. Vibration due to operations could affect 65 residents and one church. LRT structures would alter the surrounding landscape, including that of the Fair Park Historic Landmark District, and parkland property at Fair Park would be taken for installation of portions of the LRT line and portions of a station. Construction activities could encounter as many as 33 hazardous materials sites. 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), 5309(e)(2)-(7), 5301(e), and 5324(b)(1)-(3)), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0199D, Volume 26, Number 2. JF - EPA number: 030494, Final EIS--1,566 pages, Preliminary Engineering Plan and Profile Drawings--201 pages (oversize, October 24, 2003 PY - 2003 VL - 17 KW - Roads and Railroads KW - Bridges KW - Cultural Resources Assessments KW - Employment KW - Floodplains KW - Forests KW - Hazardous Materials KW - Historic Districts KW - Noise Standards Violations KW - Parks KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Streams KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Wildlife Habitat KW - Texas KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Act, Funding KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36351932?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHEAST+CORRIDOR+LIGHT+RAIL+TRANSIT+IN+DALLAS+COUNTY%2C+TEXAS.&rft.title=SOUTHEAST+CORRIDOR+LIGHT+RAIL+TRANSIT+IN+DALLAS+COUNTY%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Fort Worth, Texas; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 24, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTHEAST CORRIDOR LIGHT RAIL TRANSIT IN DALLAS COUNTY, TEXAS. [Part 16 of 20] T2 - SOUTHEAST CORRIDOR LIGHT RAIL TRANSIT IN DALLAS COUNTY, TEXAS. AN - 36351822; 10473-030494_0016 AB - PURPOSE: The construction and operation of a light rail transit (LRT) project to improve transit service in the Southeast Corridor of the Dallas Area Rapid Transit (DART) service area of Dallas County, Texas are proposed. The study corridor includes the southeast quadrant of Dallas County and is generally bounded by Interstate 30 (I-30) on the north, I-635/I-20 on the east and south, and I-45 on the west. The primary means of commuter travel in the region is single-occupant vehicle. Some arterial streets in the area carry high volumes of traffic and experience recurring congestion. The area is experiencing significant growth in employment and residential development. The LRT proposal would consist of a 10.2-mile extension of LRT service connecting downtown Dallas with the communities of Deep Ellum, Baylor, South Dallas, Fair Park, and Pleasant Grove. Most of the alignment would use pre-existing rail rights-of-way. Connections to other elements of the DART system plan are also included in the project. The LRT would link key activity and employment centers in the corridor, including Dallas Love Field Airport, the Medical Center District (Parkland, Children's, Zale, Lipshy, St. Paul and University of Texas Southwestern Medical Center), Market Center, Victory American Airlines Center, the Dallas central business district, Baylor Health Care System, Deep Ellum, and Fair Park. Access to the LRT would be provided via stations at Deep Ellum, Baylor, Fair Park, MLK, Hatcher, Lawnview, Lake June, and Buckner. The system extension would be completed and opened for revenue service in staged line segments during the years 2007 and 2008. DART's dedicated local sales tax, as well as long-term bond financing, would fund the remainder of the Northwest Corridor LRT line from Farmers Branch to Frankford, also planned to be open for revenue service in 2008. Given the definition of the federal project and the similar revenue service dates for the Northwest and Southeast corridors, the ridership forecasts and operating plans in each project's EIS document assumes both corridors are in place for the build alternative. Capital cost of the Southeast Corridor LRT is estimated at $450 million in 2002 dollars. In addition to the LRT, this draft EIS considers a No-Build Alternative, which would involve implementation of planned highway and transit facilities in the study corridor, leaving transportation facilities in the corridor largely unchanged. POSITIVE IMPACTS: The LRT would provide a reliable travel service for transit patrons in the corridor and an alternative to single-occupant vehicle use. Additionally, the LRT would contribute to the improvement in the region's air quality and would provide dependable access to employment opportunities in the area. Benefits provided by the LRT would improve the quality of life in an area with relatively large minority and low-income populations. NEGATIVE IMPACTS: Acquisition of 19.2 to 20.9 acres of rights-of-way would result in displacement of 11 to 19 residences, 11 to 21 businesses, 39 to 41 parcels, and one cell tower. The project would affect 30 acres of woodland and 40 acres of maintained grassy areas and the associated low-value wildlife habitat. Eight streams of tributaries would be bridged, and a portion of the line would cross four 100-year floodplains. Operations of the LRT would increase noise substantially in the vicinity of 246 residences, 18 of which would be affected in the extreme. Vibration due to operations could affect 65 residents and one church. LRT structures would alter the surrounding landscape, including that of the Fair Park Historic Landmark District, and parkland property at Fair Park would be taken for installation of portions of the LRT line and portions of a station. Construction activities could encounter as many as 33 hazardous materials sites. 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), 5309(e)(2)-(7), 5301(e), and 5324(b)(1)-(3)), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0199D, Volume 26, Number 2. JF - EPA number: 030494, Final EIS--1,566 pages, Preliminary Engineering Plan and Profile Drawings--201 pages (oversize, October 24, 2003 PY - 2003 VL - 16 KW - Roads and Railroads KW - Bridges KW - Cultural Resources Assessments KW - Employment KW - Floodplains KW - Forests KW - Hazardous Materials KW - Historic Districts KW - Noise Standards Violations KW - Parks KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Streams KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Wildlife Habitat KW - Texas KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Act, Funding KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36351822?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHEAST+CORRIDOR+LIGHT+RAIL+TRANSIT+IN+DALLAS+COUNTY%2C+TEXAS.&rft.title=SOUTHEAST+CORRIDOR+LIGHT+RAIL+TRANSIT+IN+DALLAS+COUNTY%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Fort Worth, Texas; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 24, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTHEAST CORRIDOR LIGHT RAIL TRANSIT IN DALLAS COUNTY, TEXAS. [Part 3 of 20] T2 - SOUTHEAST CORRIDOR LIGHT RAIL TRANSIT IN DALLAS COUNTY, TEXAS. AN - 36351687; 10473-030494_0003 AB - PURPOSE: The construction and operation of a light rail transit (LRT) project to improve transit service in the Southeast Corridor of the Dallas Area Rapid Transit (DART) service area of Dallas County, Texas are proposed. The study corridor includes the southeast quadrant of Dallas County and is generally bounded by Interstate 30 (I-30) on the north, I-635/I-20 on the east and south, and I-45 on the west. The primary means of commuter travel in the region is single-occupant vehicle. Some arterial streets in the area carry high volumes of traffic and experience recurring congestion. The area is experiencing significant growth in employment and residential development. The LRT proposal would consist of a 10.2-mile extension of LRT service connecting downtown Dallas with the communities of Deep Ellum, Baylor, South Dallas, Fair Park, and Pleasant Grove. Most of the alignment would use pre-existing rail rights-of-way. Connections to other elements of the DART system plan are also included in the project. The LRT would link key activity and employment centers in the corridor, including Dallas Love Field Airport, the Medical Center District (Parkland, Children's, Zale, Lipshy, St. Paul and University of Texas Southwestern Medical Center), Market Center, Victory American Airlines Center, the Dallas central business district, Baylor Health Care System, Deep Ellum, and Fair Park. Access to the LRT would be provided via stations at Deep Ellum, Baylor, Fair Park, MLK, Hatcher, Lawnview, Lake June, and Buckner. The system extension would be completed and opened for revenue service in staged line segments during the years 2007 and 2008. DART's dedicated local sales tax, as well as long-term bond financing, would fund the remainder of the Northwest Corridor LRT line from Farmers Branch to Frankford, also planned to be open for revenue service in 2008. Given the definition of the federal project and the similar revenue service dates for the Northwest and Southeast corridors, the ridership forecasts and operating plans in each project's EIS document assumes both corridors are in place for the build alternative. Capital cost of the Southeast Corridor LRT is estimated at $450 million in 2002 dollars. In addition to the LRT, this draft EIS considers a No-Build Alternative, which would involve implementation of planned highway and transit facilities in the study corridor, leaving transportation facilities in the corridor largely unchanged. POSITIVE IMPACTS: The LRT would provide a reliable travel service for transit patrons in the corridor and an alternative to single-occupant vehicle use. Additionally, the LRT would contribute to the improvement in the region's air quality and would provide dependable access to employment opportunities in the area. Benefits provided by the LRT would improve the quality of life in an area with relatively large minority and low-income populations. NEGATIVE IMPACTS: Acquisition of 19.2 to 20.9 acres of rights-of-way would result in displacement of 11 to 19 residences, 11 to 21 businesses, 39 to 41 parcels, and one cell tower. The project would affect 30 acres of woodland and 40 acres of maintained grassy areas and the associated low-value wildlife habitat. Eight streams of tributaries would be bridged, and a portion of the line would cross four 100-year floodplains. Operations of the LRT would increase noise substantially in the vicinity of 246 residences, 18 of which would be affected in the extreme. Vibration due to operations could affect 65 residents and one church. LRT structures would alter the surrounding landscape, including that of the Fair Park Historic Landmark District, and parkland property at Fair Park would be taken for installation of portions of the LRT line and portions of a station. Construction activities could encounter as many as 33 hazardous materials sites. 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), 5309(e)(2)-(7), 5301(e), and 5324(b)(1)-(3)), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0199D, Volume 26, Number 2. JF - EPA number: 030494, Final EIS--1,566 pages, Preliminary Engineering Plan and Profile Drawings--201 pages (oversize, October 24, 2003 PY - 2003 VL - 3 KW - Roads and Railroads KW - Bridges KW - Cultural Resources Assessments KW - Employment KW - Floodplains KW - Forests KW - Hazardous Materials KW - Historic Districts KW - Noise Standards Violations KW - Parks KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Streams KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Wildlife Habitat KW - Texas KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Act, Funding KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36351687?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHEAST+CORRIDOR+LIGHT+RAIL+TRANSIT+IN+DALLAS+COUNTY%2C+TEXAS.&rft.title=SOUTHEAST+CORRIDOR+LIGHT+RAIL+TRANSIT+IN+DALLAS+COUNTY%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Fort Worth, Texas; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 24, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - LRT LINE TO FARMERS BRANCH AND CARROLTON IN DALLAS AND DENTON COUNTIES, TEXAS. [Part 1 of 2] T2 - LRT LINE TO FARMERS BRANCH AND CARROLTON IN DALLAS AND DENTON COUNTIES, TEXAS. AN - 36351661; 10472-030493_0001 AB - PURPOSE: The construction and operation of a 17.6-mile light rail transit (LRT) project extending from downtown Dallas to Farmers Branch and Carrollton in Dallas and Denton counties, Texas are proposed. Correct and projected travel patterns, levels of roadway congestion, and population and employment growth render the current transportation system untenable. Regional population is expected to increase from 4.2 million to 7.0 million by the year 2025. Over the same period, regional employment is expected to increase from 2.3 million to 3.9 million. In addition to the No Action Alternative, several LRT design options and station location options, as well as bus and rail operating options, are addressed in this final EIS. The LRT alternative would provide a rail system parallel to Interstate 35E (Stemmons Freeway) from downtown Dallas north through the cities of Fallas, Farmers Branch, and Carrollton, The corridor would be linked at the south end to the Dallas central business district, which provides jobs for 120,000 workers as well as a variety of education, health, entertainment, and residential amenities. These corridor activity centers include the new American Airlines Center professional sports and entertainment arena and associated Victory office, retail, and residential developments; the Stemmons Business Corridor/Dallas Market Center wholesale district; the health services, the Medical Center District; Dallas Love Field Airport; and various commercial and industrial activities. The LRT line would follow the former Union Pacific Railroad (UPRR) rights-of-way for most of its length. The alignment would depart from the UPRR rights-of-way to serve the Medical Center areas. In the Medical Center area, the line would depart from the UPRR rights-of-way north of Wycliff Avenue and enter Harry Hines Boulevard on an aerial structure. The LRT alignment would remain elevated along Harry Hines Boulevard to a point just south of Mockingbird Lane and Denton Drive. The base alignment would be served by 12 stations, with parking provided at eight of these stations and bus access provided for all stations. The capital cost of the preferred alternative is estimated at $938 million. POSITIVE IMPACTS: The LRT line would provide connections to major activity centers, employment centers, community resources, and other regional transit services provided by Dallas Area Rapid Transit. Mobility and air quality in the increasingly congested corridor would be improved by removal of motor vehicle traffic from major highways. Capital investment in the corridor and adjacent areas would be encouraged. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of 174 to 176 households and 50 to 129 businesses. A total of 28 at-grade crossings would continue to result in conflicts between rail and motor vehicle traffic. The system would affect neighborhood integrity in the vicinity of the Bachman Station, Market Center/Oak Lawn Station, and the Medical Center. Moderate noise level increases would affect numerous sensitive receptors, and vibration impacts would affect one residence. Visual impacts would be experienced at four or five locations. One U.S. jurisdictional waterway would be impacted by the loss of 0.1 acre of wetlands. Construction activities would encounter up to 45 hazardous materials sites. LEGAL MANDATES: Federal Transit Act (53 U.S.C. 5323(b)) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0421D, Volume 26, Number 4. JF - EPA number: 030493, Final EIS--634 pages, Map Supplement, October 24, 2003 PY - 2003 VL - 1 KW - Roads and Railroads KW - Air Quality KW - Employment KW - Hazardous Materials KW - Parking KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Safety KW - Section 106 Statements KW - Transportation KW - Visual Resources KW - Wetlands KW - Texas KW - Federal Transit Act, 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/36351661?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CHOCTAW+POINT+TERMINAL+PROJECT%2C+MOBILE%2C+MOBILE+COUNTY%2C+ALABAMA.&rft.title=CHOCTAW+POINT+TERMINAL+PROJECT%2C+MOBILE%2C+MOBILE+COUNTY%2C+ALABAMA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Fort Worth, Texas; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 24, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTHEAST CORRIDOR LIGHT RAIL TRANSIT IN DALLAS COUNTY, TEXAS. [Part 13 of 20] T2 - SOUTHEAST CORRIDOR LIGHT RAIL TRANSIT IN DALLAS COUNTY, TEXAS. AN - 36351576; 10473-030494_0013 AB - PURPOSE: The construction and operation of a light rail transit (LRT) project to improve transit service in the Southeast Corridor of the Dallas Area Rapid Transit (DART) service area of Dallas County, Texas are proposed. The study corridor includes the southeast quadrant of Dallas County and is generally bounded by Interstate 30 (I-30) on the north, I-635/I-20 on the east and south, and I-45 on the west. The primary means of commuter travel in the region is single-occupant vehicle. Some arterial streets in the area carry high volumes of traffic and experience recurring congestion. The area is experiencing significant growth in employment and residential development. The LRT proposal would consist of a 10.2-mile extension of LRT service connecting downtown Dallas with the communities of Deep Ellum, Baylor, South Dallas, Fair Park, and Pleasant Grove. Most of the alignment would use pre-existing rail rights-of-way. Connections to other elements of the DART system plan are also included in the project. The LRT would link key activity and employment centers in the corridor, including Dallas Love Field Airport, the Medical Center District (Parkland, Children's, Zale, Lipshy, St. Paul and University of Texas Southwestern Medical Center), Market Center, Victory American Airlines Center, the Dallas central business district, Baylor Health Care System, Deep Ellum, and Fair Park. Access to the LRT would be provided via stations at Deep Ellum, Baylor, Fair Park, MLK, Hatcher, Lawnview, Lake June, and Buckner. The system extension would be completed and opened for revenue service in staged line segments during the years 2007 and 2008. DART's dedicated local sales tax, as well as long-term bond financing, would fund the remainder of the Northwest Corridor LRT line from Farmers Branch to Frankford, also planned to be open for revenue service in 2008. Given the definition of the federal project and the similar revenue service dates for the Northwest and Southeast corridors, the ridership forecasts and operating plans in each project's EIS document assumes both corridors are in place for the build alternative. Capital cost of the Southeast Corridor LRT is estimated at $450 million in 2002 dollars. In addition to the LRT, this draft EIS considers a No-Build Alternative, which would involve implementation of planned highway and transit facilities in the study corridor, leaving transportation facilities in the corridor largely unchanged. POSITIVE IMPACTS: The LRT would provide a reliable travel service for transit patrons in the corridor and an alternative to single-occupant vehicle use. Additionally, the LRT would contribute to the improvement in the region's air quality and would provide dependable access to employment opportunities in the area. Benefits provided by the LRT would improve the quality of life in an area with relatively large minority and low-income populations. NEGATIVE IMPACTS: Acquisition of 19.2 to 20.9 acres of rights-of-way would result in displacement of 11 to 19 residences, 11 to 21 businesses, 39 to 41 parcels, and one cell tower. The project would affect 30 acres of woodland and 40 acres of maintained grassy areas and the associated low-value wildlife habitat. Eight streams of tributaries would be bridged, and a portion of the line would cross four 100-year floodplains. Operations of the LRT would increase noise substantially in the vicinity of 246 residences, 18 of which would be affected in the extreme. Vibration due to operations could affect 65 residents and one church. LRT structures would alter the surrounding landscape, including that of the Fair Park Historic Landmark District, and parkland property at Fair Park would be taken for installation of portions of the LRT line and portions of a station. Construction activities could encounter as many as 33 hazardous materials sites. 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), 5309(e)(2)-(7), 5301(e), and 5324(b)(1)-(3)), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0199D, Volume 26, Number 2. JF - EPA number: 030494, Final EIS--1,566 pages, Preliminary Engineering Plan and Profile Drawings--201 pages (oversize, October 24, 2003 PY - 2003 VL - 13 KW - Roads and Railroads KW - Bridges KW - Cultural Resources Assessments KW - Employment KW - Floodplains KW - Forests KW - Hazardous Materials KW - Historic Districts KW - Noise Standards Violations KW - Parks KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Streams KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Wildlife Habitat KW - Texas KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Act, Funding KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36351576?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHEAST+CORRIDOR+LIGHT+RAIL+TRANSIT+IN+DALLAS+COUNTY%2C+TEXAS.&rft.title=SOUTHEAST+CORRIDOR+LIGHT+RAIL+TRANSIT+IN+DALLAS+COUNTY%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Fort Worth, Texas; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 24, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTHEAST CORRIDOR LIGHT RAIL TRANSIT IN DALLAS COUNTY, TEXAS. [Part 8 of 20] T2 - SOUTHEAST CORRIDOR LIGHT RAIL TRANSIT IN DALLAS COUNTY, TEXAS. AN - 36351509; 10473-030494_0008 AB - PURPOSE: The construction and operation of a light rail transit (LRT) project to improve transit service in the Southeast Corridor of the Dallas Area Rapid Transit (DART) service area of Dallas County, Texas are proposed. The study corridor includes the southeast quadrant of Dallas County and is generally bounded by Interstate 30 (I-30) on the north, I-635/I-20 on the east and south, and I-45 on the west. The primary means of commuter travel in the region is single-occupant vehicle. Some arterial streets in the area carry high volumes of traffic and experience recurring congestion. The area is experiencing significant growth in employment and residential development. The LRT proposal would consist of a 10.2-mile extension of LRT service connecting downtown Dallas with the communities of Deep Ellum, Baylor, South Dallas, Fair Park, and Pleasant Grove. Most of the alignment would use pre-existing rail rights-of-way. Connections to other elements of the DART system plan are also included in the project. The LRT would link key activity and employment centers in the corridor, including Dallas Love Field Airport, the Medical Center District (Parkland, Children's, Zale, Lipshy, St. Paul and University of Texas Southwestern Medical Center), Market Center, Victory American Airlines Center, the Dallas central business district, Baylor Health Care System, Deep Ellum, and Fair Park. Access to the LRT would be provided via stations at Deep Ellum, Baylor, Fair Park, MLK, Hatcher, Lawnview, Lake June, and Buckner. The system extension would be completed and opened for revenue service in staged line segments during the years 2007 and 2008. DART's dedicated local sales tax, as well as long-term bond financing, would fund the remainder of the Northwest Corridor LRT line from Farmers Branch to Frankford, also planned to be open for revenue service in 2008. Given the definition of the federal project and the similar revenue service dates for the Northwest and Southeast corridors, the ridership forecasts and operating plans in each project's EIS document assumes both corridors are in place for the build alternative. Capital cost of the Southeast Corridor LRT is estimated at $450 million in 2002 dollars. In addition to the LRT, this draft EIS considers a No-Build Alternative, which would involve implementation of planned highway and transit facilities in the study corridor, leaving transportation facilities in the corridor largely unchanged. POSITIVE IMPACTS: The LRT would provide a reliable travel service for transit patrons in the corridor and an alternative to single-occupant vehicle use. Additionally, the LRT would contribute to the improvement in the region's air quality and would provide dependable access to employment opportunities in the area. Benefits provided by the LRT would improve the quality of life in an area with relatively large minority and low-income populations. NEGATIVE IMPACTS: Acquisition of 19.2 to 20.9 acres of rights-of-way would result in displacement of 11 to 19 residences, 11 to 21 businesses, 39 to 41 parcels, and one cell tower. The project would affect 30 acres of woodland and 40 acres of maintained grassy areas and the associated low-value wildlife habitat. Eight streams of tributaries would be bridged, and a portion of the line would cross four 100-year floodplains. Operations of the LRT would increase noise substantially in the vicinity of 246 residences, 18 of which would be affected in the extreme. Vibration due to operations could affect 65 residents and one church. LRT structures would alter the surrounding landscape, including that of the Fair Park Historic Landmark District, and parkland property at Fair Park would be taken for installation of portions of the LRT line and portions of a station. Construction activities could encounter as many as 33 hazardous materials sites. 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), 5309(e)(2)-(7), 5301(e), and 5324(b)(1)-(3)), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0199D, Volume 26, Number 2. JF - EPA number: 030494, Final EIS--1,566 pages, Preliminary Engineering Plan and Profile Drawings--201 pages (oversize, October 24, 2003 PY - 2003 VL - 8 KW - Roads and Railroads KW - Bridges KW - Cultural Resources Assessments KW - Employment KW - Floodplains KW - Forests KW - Hazardous Materials KW - Historic Districts KW - Noise Standards Violations KW - Parks KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Streams KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Wildlife Habitat KW - Texas KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Act, Funding KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36351509?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHEAST+CORRIDOR+LIGHT+RAIL+TRANSIT+IN+DALLAS+COUNTY%2C+TEXAS.&rft.title=SOUTHEAST+CORRIDOR+LIGHT+RAIL+TRANSIT+IN+DALLAS+COUNTY%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Fort Worth, Texas; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 24, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTHEAST CORRIDOR LIGHT RAIL TRANSIT IN DALLAS COUNTY, TEXAS. [Part 12 of 20] T2 - SOUTHEAST CORRIDOR LIGHT RAIL TRANSIT IN DALLAS COUNTY, TEXAS. AN - 36351323; 10473-030494_0012 AB - PURPOSE: The construction and operation of a light rail transit (LRT) project to improve transit service in the Southeast Corridor of the Dallas Area Rapid Transit (DART) service area of Dallas County, Texas are proposed. The study corridor includes the southeast quadrant of Dallas County and is generally bounded by Interstate 30 (I-30) on the north, I-635/I-20 on the east and south, and I-45 on the west. The primary means of commuter travel in the region is single-occupant vehicle. Some arterial streets in the area carry high volumes of traffic and experience recurring congestion. The area is experiencing significant growth in employment and residential development. The LRT proposal would consist of a 10.2-mile extension of LRT service connecting downtown Dallas with the communities of Deep Ellum, Baylor, South Dallas, Fair Park, and Pleasant Grove. Most of the alignment would use pre-existing rail rights-of-way. Connections to other elements of the DART system plan are also included in the project. The LRT would link key activity and employment centers in the corridor, including Dallas Love Field Airport, the Medical Center District (Parkland, Children's, Zale, Lipshy, St. Paul and University of Texas Southwestern Medical Center), Market Center, Victory American Airlines Center, the Dallas central business district, Baylor Health Care System, Deep Ellum, and Fair Park. Access to the LRT would be provided via stations at Deep Ellum, Baylor, Fair Park, MLK, Hatcher, Lawnview, Lake June, and Buckner. The system extension would be completed and opened for revenue service in staged line segments during the years 2007 and 2008. DART's dedicated local sales tax, as well as long-term bond financing, would fund the remainder of the Northwest Corridor LRT line from Farmers Branch to Frankford, also planned to be open for revenue service in 2008. Given the definition of the federal project and the similar revenue service dates for the Northwest and Southeast corridors, the ridership forecasts and operating plans in each project's EIS document assumes both corridors are in place for the build alternative. Capital cost of the Southeast Corridor LRT is estimated at $450 million in 2002 dollars. In addition to the LRT, this draft EIS considers a No-Build Alternative, which would involve implementation of planned highway and transit facilities in the study corridor, leaving transportation facilities in the corridor largely unchanged. POSITIVE IMPACTS: The LRT would provide a reliable travel service for transit patrons in the corridor and an alternative to single-occupant vehicle use. Additionally, the LRT would contribute to the improvement in the region's air quality and would provide dependable access to employment opportunities in the area. Benefits provided by the LRT would improve the quality of life in an area with relatively large minority and low-income populations. NEGATIVE IMPACTS: Acquisition of 19.2 to 20.9 acres of rights-of-way would result in displacement of 11 to 19 residences, 11 to 21 businesses, 39 to 41 parcels, and one cell tower. The project would affect 30 acres of woodland and 40 acres of maintained grassy areas and the associated low-value wildlife habitat. Eight streams of tributaries would be bridged, and a portion of the line would cross four 100-year floodplains. Operations of the LRT would increase noise substantially in the vicinity of 246 residences, 18 of which would be affected in the extreme. Vibration due to operations could affect 65 residents and one church. LRT structures would alter the surrounding landscape, including that of the Fair Park Historic Landmark District, and parkland property at Fair Park would be taken for installation of portions of the LRT line and portions of a station. Construction activities could encounter as many as 33 hazardous materials sites. 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), 5309(e)(2)-(7), 5301(e), and 5324(b)(1)-(3)), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0199D, Volume 26, Number 2. JF - EPA number: 030494, Final EIS--1,566 pages, Preliminary Engineering Plan and Profile Drawings--201 pages (oversize, October 24, 2003 PY - 2003 VL - 12 KW - Roads and Railroads KW - Bridges KW - Cultural Resources Assessments KW - Employment KW - Floodplains KW - Forests KW - Hazardous Materials KW - Historic Districts KW - Noise Standards Violations KW - Parks KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Streams KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Wildlife Habitat KW - Texas KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Act, Funding KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36351323?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CHOCTAW+POINT+TERMINAL+PROJECT%2C+MOBILE%2C+MOBILE+COUNTY%2C+ALABAMA.&rft.title=CHOCTAW+POINT+TERMINAL+PROJECT%2C+MOBILE%2C+MOBILE+COUNTY%2C+ALABAMA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Fort Worth, Texas; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 24, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTHEAST CORRIDOR LIGHT RAIL TRANSIT IN DALLAS COUNTY, TEXAS. [Part 9 of 20] T2 - SOUTHEAST CORRIDOR LIGHT RAIL TRANSIT IN DALLAS COUNTY, TEXAS. AN - 36351267; 10473-030494_0009 AB - PURPOSE: The construction and operation of a light rail transit (LRT) project to improve transit service in the Southeast Corridor of the Dallas Area Rapid Transit (DART) service area of Dallas County, Texas are proposed. The study corridor includes the southeast quadrant of Dallas County and is generally bounded by Interstate 30 (I-30) on the north, I-635/I-20 on the east and south, and I-45 on the west. The primary means of commuter travel in the region is single-occupant vehicle. Some arterial streets in the area carry high volumes of traffic and experience recurring congestion. The area is experiencing significant growth in employment and residential development. The LRT proposal would consist of a 10.2-mile extension of LRT service connecting downtown Dallas with the communities of Deep Ellum, Baylor, South Dallas, Fair Park, and Pleasant Grove. Most of the alignment would use pre-existing rail rights-of-way. Connections to other elements of the DART system plan are also included in the project. The LRT would link key activity and employment centers in the corridor, including Dallas Love Field Airport, the Medical Center District (Parkland, Children's, Zale, Lipshy, St. Paul and University of Texas Southwestern Medical Center), Market Center, Victory American Airlines Center, the Dallas central business district, Baylor Health Care System, Deep Ellum, and Fair Park. Access to the LRT would be provided via stations at Deep Ellum, Baylor, Fair Park, MLK, Hatcher, Lawnview, Lake June, and Buckner. The system extension would be completed and opened for revenue service in staged line segments during the years 2007 and 2008. DART's dedicated local sales tax, as well as long-term bond financing, would fund the remainder of the Northwest Corridor LRT line from Farmers Branch to Frankford, also planned to be open for revenue service in 2008. Given the definition of the federal project and the similar revenue service dates for the Northwest and Southeast corridors, the ridership forecasts and operating plans in each project's EIS document assumes both corridors are in place for the build alternative. Capital cost of the Southeast Corridor LRT is estimated at $450 million in 2002 dollars. In addition to the LRT, this draft EIS considers a No-Build Alternative, which would involve implementation of planned highway and transit facilities in the study corridor, leaving transportation facilities in the corridor largely unchanged. POSITIVE IMPACTS: The LRT would provide a reliable travel service for transit patrons in the corridor and an alternative to single-occupant vehicle use. Additionally, the LRT would contribute to the improvement in the region's air quality and would provide dependable access to employment opportunities in the area. Benefits provided by the LRT would improve the quality of life in an area with relatively large minority and low-income populations. NEGATIVE IMPACTS: Acquisition of 19.2 to 20.9 acres of rights-of-way would result in displacement of 11 to 19 residences, 11 to 21 businesses, 39 to 41 parcels, and one cell tower. The project would affect 30 acres of woodland and 40 acres of maintained grassy areas and the associated low-value wildlife habitat. Eight streams of tributaries would be bridged, and a portion of the line would cross four 100-year floodplains. Operations of the LRT would increase noise substantially in the vicinity of 246 residences, 18 of which would be affected in the extreme. Vibration due to operations could affect 65 residents and one church. LRT structures would alter the surrounding landscape, including that of the Fair Park Historic Landmark District, and parkland property at Fair Park would be taken for installation of portions of the LRT line and portions of a station. Construction activities could encounter as many as 33 hazardous materials sites. 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), 5309(e)(2)-(7), 5301(e), and 5324(b)(1)-(3)), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0199D, Volume 26, Number 2. JF - EPA number: 030494, Final EIS--1,566 pages, Preliminary Engineering Plan and Profile Drawings--201 pages (oversize, October 24, 2003 PY - 2003 VL - 9 KW - Roads and Railroads KW - Bridges KW - Cultural Resources Assessments KW - Employment KW - Floodplains KW - Forests KW - Hazardous Materials KW - Historic Districts KW - Noise Standards Violations KW - Parks KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Streams KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Wildlife Habitat KW - Texas KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Act, Funding KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36351267?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHEAST+CORRIDOR+LIGHT+RAIL+TRANSIT+IN+DALLAS+COUNTY%2C+TEXAS.&rft.title=SOUTHEAST+CORRIDOR+LIGHT+RAIL+TRANSIT+IN+DALLAS+COUNTY%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Fort Worth, Texas; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 24, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTHEAST CORRIDOR LIGHT RAIL TRANSIT IN DALLAS COUNTY, TEXAS. [Part 1 of 20] T2 - SOUTHEAST CORRIDOR LIGHT RAIL TRANSIT IN DALLAS COUNTY, TEXAS. AN - 36351252; 10473-030494_0001 AB - PURPOSE: The construction and operation of a light rail transit (LRT) project to improve transit service in the Southeast Corridor of the Dallas Area Rapid Transit (DART) service area of Dallas County, Texas are proposed. The study corridor includes the southeast quadrant of Dallas County and is generally bounded by Interstate 30 (I-30) on the north, I-635/I-20 on the east and south, and I-45 on the west. The primary means of commuter travel in the region is single-occupant vehicle. Some arterial streets in the area carry high volumes of traffic and experience recurring congestion. The area is experiencing significant growth in employment and residential development. The LRT proposal would consist of a 10.2-mile extension of LRT service connecting downtown Dallas with the communities of Deep Ellum, Baylor, South Dallas, Fair Park, and Pleasant Grove. Most of the alignment would use pre-existing rail rights-of-way. Connections to other elements of the DART system plan are also included in the project. The LRT would link key activity and employment centers in the corridor, including Dallas Love Field Airport, the Medical Center District (Parkland, Children's, Zale, Lipshy, St. Paul and University of Texas Southwestern Medical Center), Market Center, Victory American Airlines Center, the Dallas central business district, Baylor Health Care System, Deep Ellum, and Fair Park. Access to the LRT would be provided via stations at Deep Ellum, Baylor, Fair Park, MLK, Hatcher, Lawnview, Lake June, and Buckner. The system extension would be completed and opened for revenue service in staged line segments during the years 2007 and 2008. DART's dedicated local sales tax, as well as long-term bond financing, would fund the remainder of the Northwest Corridor LRT line from Farmers Branch to Frankford, also planned to be open for revenue service in 2008. Given the definition of the federal project and the similar revenue service dates for the Northwest and Southeast corridors, the ridership forecasts and operating plans in each project's EIS document assumes both corridors are in place for the build alternative. Capital cost of the Southeast Corridor LRT is estimated at $450 million in 2002 dollars. In addition to the LRT, this draft EIS considers a No-Build Alternative, which would involve implementation of planned highway and transit facilities in the study corridor, leaving transportation facilities in the corridor largely unchanged. POSITIVE IMPACTS: The LRT would provide a reliable travel service for transit patrons in the corridor and an alternative to single-occupant vehicle use. Additionally, the LRT would contribute to the improvement in the region's air quality and would provide dependable access to employment opportunities in the area. Benefits provided by the LRT would improve the quality of life in an area with relatively large minority and low-income populations. NEGATIVE IMPACTS: Acquisition of 19.2 to 20.9 acres of rights-of-way would result in displacement of 11 to 19 residences, 11 to 21 businesses, 39 to 41 parcels, and one cell tower. The project would affect 30 acres of woodland and 40 acres of maintained grassy areas and the associated low-value wildlife habitat. Eight streams of tributaries would be bridged, and a portion of the line would cross four 100-year floodplains. Operations of the LRT would increase noise substantially in the vicinity of 246 residences, 18 of which would be affected in the extreme. Vibration due to operations could affect 65 residents and one church. LRT structures would alter the surrounding landscape, including that of the Fair Park Historic Landmark District, and parkland property at Fair Park would be taken for installation of portions of the LRT line and portions of a station. Construction activities could encounter as many as 33 hazardous materials sites. 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), 5309(e)(2)-(7), 5301(e), and 5324(b)(1)-(3)), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0199D, Volume 26, Number 2. JF - EPA number: 030494, Final EIS--1,566 pages, Preliminary Engineering Plan and Profile Drawings--201 pages (oversize, October 24, 2003 PY - 2003 VL - 1 KW - Roads and Railroads KW - Bridges KW - Cultural Resources Assessments KW - Employment KW - Floodplains KW - Forests KW - Hazardous Materials KW - Historic Districts KW - Noise Standards Violations KW - Parks KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Streams KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Wildlife Habitat KW - Texas KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Act, Funding KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36351252?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHEAST+CORRIDOR+LIGHT+RAIL+TRANSIT+IN+DALLAS+COUNTY%2C+TEXAS.&rft.title=SOUTHEAST+CORRIDOR+LIGHT+RAIL+TRANSIT+IN+DALLAS+COUNTY%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Fort Worth, Texas; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 24, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTHEAST CORRIDOR LIGHT RAIL TRANSIT IN DALLAS COUNTY, TEXAS. [Part 5 of 20] T2 - SOUTHEAST CORRIDOR LIGHT RAIL TRANSIT IN DALLAS COUNTY, TEXAS. AN - 36351241; 10473-030494_0005 AB - PURPOSE: The construction and operation of a light rail transit (LRT) project to improve transit service in the Southeast Corridor of the Dallas Area Rapid Transit (DART) service area of Dallas County, Texas are proposed. The study corridor includes the southeast quadrant of Dallas County and is generally bounded by Interstate 30 (I-30) on the north, I-635/I-20 on the east and south, and I-45 on the west. The primary means of commuter travel in the region is single-occupant vehicle. Some arterial streets in the area carry high volumes of traffic and experience recurring congestion. The area is experiencing significant growth in employment and residential development. The LRT proposal would consist of a 10.2-mile extension of LRT service connecting downtown Dallas with the communities of Deep Ellum, Baylor, South Dallas, Fair Park, and Pleasant Grove. Most of the alignment would use pre-existing rail rights-of-way. Connections to other elements of the DART system plan are also included in the project. The LRT would link key activity and employment centers in the corridor, including Dallas Love Field Airport, the Medical Center District (Parkland, Children's, Zale, Lipshy, St. Paul and University of Texas Southwestern Medical Center), Market Center, Victory American Airlines Center, the Dallas central business district, Baylor Health Care System, Deep Ellum, and Fair Park. Access to the LRT would be provided via stations at Deep Ellum, Baylor, Fair Park, MLK, Hatcher, Lawnview, Lake June, and Buckner. The system extension would be completed and opened for revenue service in staged line segments during the years 2007 and 2008. DART's dedicated local sales tax, as well as long-term bond financing, would fund the remainder of the Northwest Corridor LRT line from Farmers Branch to Frankford, also planned to be open for revenue service in 2008. Given the definition of the federal project and the similar revenue service dates for the Northwest and Southeast corridors, the ridership forecasts and operating plans in each project's EIS document assumes both corridors are in place for the build alternative. Capital cost of the Southeast Corridor LRT is estimated at $450 million in 2002 dollars. In addition to the LRT, this draft EIS considers a No-Build Alternative, which would involve implementation of planned highway and transit facilities in the study corridor, leaving transportation facilities in the corridor largely unchanged. POSITIVE IMPACTS: The LRT would provide a reliable travel service for transit patrons in the corridor and an alternative to single-occupant vehicle use. Additionally, the LRT would contribute to the improvement in the region's air quality and would provide dependable access to employment opportunities in the area. Benefits provided by the LRT would improve the quality of life in an area with relatively large minority and low-income populations. NEGATIVE IMPACTS: Acquisition of 19.2 to 20.9 acres of rights-of-way would result in displacement of 11 to 19 residences, 11 to 21 businesses, 39 to 41 parcels, and one cell tower. The project would affect 30 acres of woodland and 40 acres of maintained grassy areas and the associated low-value wildlife habitat. Eight streams of tributaries would be bridged, and a portion of the line would cross four 100-year floodplains. Operations of the LRT would increase noise substantially in the vicinity of 246 residences, 18 of which would be affected in the extreme. Vibration due to operations could affect 65 residents and one church. LRT structures would alter the surrounding landscape, including that of the Fair Park Historic Landmark District, and parkland property at Fair Park would be taken for installation of portions of the LRT line and portions of a station. Construction activities could encounter as many as 33 hazardous materials sites. 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), 5309(e)(2)-(7), 5301(e), and 5324(b)(1)-(3)), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0199D, Volume 26, Number 2. JF - EPA number: 030494, Final EIS--1,566 pages, Preliminary Engineering Plan and Profile Drawings--201 pages (oversize, October 24, 2003 PY - 2003 VL - 5 KW - Roads and Railroads KW - Bridges KW - Cultural Resources Assessments KW - Employment KW - Floodplains KW - Forests KW - Hazardous Materials KW - Historic Districts KW - Noise Standards Violations KW - Parks KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Streams KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Wildlife Habitat KW - Texas KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Act, Funding KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36351241?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CHOCTAW+POINT+TERMINAL+PROJECT%2C+MOBILE%2C+MOBILE+COUNTY%2C+ALABAMA.&rft.title=CHOCTAW+POINT+TERMINAL+PROJECT%2C+MOBILE%2C+MOBILE+COUNTY%2C+ALABAMA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Fort Worth, Texas; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 24, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTHEAST CORRIDOR LIGHT RAIL TRANSIT IN DALLAS COUNTY, TEXAS. [Part 14 of 20] T2 - SOUTHEAST CORRIDOR LIGHT RAIL TRANSIT IN DALLAS COUNTY, TEXAS. AN - 36351188; 10473-030494_0014 AB - PURPOSE: The construction and operation of a light rail transit (LRT) project to improve transit service in the Southeast Corridor of the Dallas Area Rapid Transit (DART) service area of Dallas County, Texas are proposed. The study corridor includes the southeast quadrant of Dallas County and is generally bounded by Interstate 30 (I-30) on the north, I-635/I-20 on the east and south, and I-45 on the west. The primary means of commuter travel in the region is single-occupant vehicle. Some arterial streets in the area carry high volumes of traffic and experience recurring congestion. The area is experiencing significant growth in employment and residential development. The LRT proposal would consist of a 10.2-mile extension of LRT service connecting downtown Dallas with the communities of Deep Ellum, Baylor, South Dallas, Fair Park, and Pleasant Grove. Most of the alignment would use pre-existing rail rights-of-way. Connections to other elements of the DART system plan are also included in the project. The LRT would link key activity and employment centers in the corridor, including Dallas Love Field Airport, the Medical Center District (Parkland, Children's, Zale, Lipshy, St. Paul and University of Texas Southwestern Medical Center), Market Center, Victory American Airlines Center, the Dallas central business district, Baylor Health Care System, Deep Ellum, and Fair Park. Access to the LRT would be provided via stations at Deep Ellum, Baylor, Fair Park, MLK, Hatcher, Lawnview, Lake June, and Buckner. The system extension would be completed and opened for revenue service in staged line segments during the years 2007 and 2008. DART's dedicated local sales tax, as well as long-term bond financing, would fund the remainder of the Northwest Corridor LRT line from Farmers Branch to Frankford, also planned to be open for revenue service in 2008. Given the definition of the federal project and the similar revenue service dates for the Northwest and Southeast corridors, the ridership forecasts and operating plans in each project's EIS document assumes both corridors are in place for the build alternative. Capital cost of the Southeast Corridor LRT is estimated at $450 million in 2002 dollars. In addition to the LRT, this draft EIS considers a No-Build Alternative, which would involve implementation of planned highway and transit facilities in the study corridor, leaving transportation facilities in the corridor largely unchanged. POSITIVE IMPACTS: The LRT would provide a reliable travel service for transit patrons in the corridor and an alternative to single-occupant vehicle use. Additionally, the LRT would contribute to the improvement in the region's air quality and would provide dependable access to employment opportunities in the area. Benefits provided by the LRT would improve the quality of life in an area with relatively large minority and low-income populations. NEGATIVE IMPACTS: Acquisition of 19.2 to 20.9 acres of rights-of-way would result in displacement of 11 to 19 residences, 11 to 21 businesses, 39 to 41 parcels, and one cell tower. The project would affect 30 acres of woodland and 40 acres of maintained grassy areas and the associated low-value wildlife habitat. Eight streams of tributaries would be bridged, and a portion of the line would cross four 100-year floodplains. Operations of the LRT would increase noise substantially in the vicinity of 246 residences, 18 of which would be affected in the extreme. Vibration due to operations could affect 65 residents and one church. LRT structures would alter the surrounding landscape, including that of the Fair Park Historic Landmark District, and parkland property at Fair Park would be taken for installation of portions of the LRT line and portions of a station. Construction activities could encounter as many as 33 hazardous materials sites. 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), 5309(e)(2)-(7), 5301(e), and 5324(b)(1)-(3)), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0199D, Volume 26, Number 2. JF - EPA number: 030494, Final EIS--1,566 pages, Preliminary Engineering Plan and Profile Drawings--201 pages (oversize, October 24, 2003 PY - 2003 VL - 14 KW - Roads and Railroads KW - Bridges KW - Cultural Resources Assessments KW - Employment KW - Floodplains KW - Forests KW - Hazardous Materials KW - Historic Districts KW - Noise Standards Violations KW - Parks KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Streams KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Wildlife Habitat KW - Texas KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Act, Funding KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36351188?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHEAST+CORRIDOR+LIGHT+RAIL+TRANSIT+IN+DALLAS+COUNTY%2C+TEXAS.&rft.title=SOUTHEAST+CORRIDOR+LIGHT+RAIL+TRANSIT+IN+DALLAS+COUNTY%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Fort Worth, Texas; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 24, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTHEAST CORRIDOR LIGHT RAIL TRANSIT IN DALLAS COUNTY, TEXAS. [Part 18 of 20] T2 - SOUTHEAST CORRIDOR LIGHT RAIL TRANSIT IN DALLAS COUNTY, TEXAS. AN - 36351179; 10473-030494_0018 AB - PURPOSE: The construction and operation of a light rail transit (LRT) project to improve transit service in the Southeast Corridor of the Dallas Area Rapid Transit (DART) service area of Dallas County, Texas are proposed. The study corridor includes the southeast quadrant of Dallas County and is generally bounded by Interstate 30 (I-30) on the north, I-635/I-20 on the east and south, and I-45 on the west. The primary means of commuter travel in the region is single-occupant vehicle. Some arterial streets in the area carry high volumes of traffic and experience recurring congestion. The area is experiencing significant growth in employment and residential development. The LRT proposal would consist of a 10.2-mile extension of LRT service connecting downtown Dallas with the communities of Deep Ellum, Baylor, South Dallas, Fair Park, and Pleasant Grove. Most of the alignment would use pre-existing rail rights-of-way. Connections to other elements of the DART system plan are also included in the project. The LRT would link key activity and employment centers in the corridor, including Dallas Love Field Airport, the Medical Center District (Parkland, Children's, Zale, Lipshy, St. Paul and University of Texas Southwestern Medical Center), Market Center, Victory American Airlines Center, the Dallas central business district, Baylor Health Care System, Deep Ellum, and Fair Park. Access to the LRT would be provided via stations at Deep Ellum, Baylor, Fair Park, MLK, Hatcher, Lawnview, Lake June, and Buckner. The system extension would be completed and opened for revenue service in staged line segments during the years 2007 and 2008. DART's dedicated local sales tax, as well as long-term bond financing, would fund the remainder of the Northwest Corridor LRT line from Farmers Branch to Frankford, also planned to be open for revenue service in 2008. Given the definition of the federal project and the similar revenue service dates for the Northwest and Southeast corridors, the ridership forecasts and operating plans in each project's EIS document assumes both corridors are in place for the build alternative. Capital cost of the Southeast Corridor LRT is estimated at $450 million in 2002 dollars. In addition to the LRT, this draft EIS considers a No-Build Alternative, which would involve implementation of planned highway and transit facilities in the study corridor, leaving transportation facilities in the corridor largely unchanged. POSITIVE IMPACTS: The LRT would provide a reliable travel service for transit patrons in the corridor and an alternative to single-occupant vehicle use. Additionally, the LRT would contribute to the improvement in the region's air quality and would provide dependable access to employment opportunities in the area. Benefits provided by the LRT would improve the quality of life in an area with relatively large minority and low-income populations. NEGATIVE IMPACTS: Acquisition of 19.2 to 20.9 acres of rights-of-way would result in displacement of 11 to 19 residences, 11 to 21 businesses, 39 to 41 parcels, and one cell tower. The project would affect 30 acres of woodland and 40 acres of maintained grassy areas and the associated low-value wildlife habitat. Eight streams of tributaries would be bridged, and a portion of the line would cross four 100-year floodplains. Operations of the LRT would increase noise substantially in the vicinity of 246 residences, 18 of which would be affected in the extreme. Vibration due to operations could affect 65 residents and one church. LRT structures would alter the surrounding landscape, including that of the Fair Park Historic Landmark District, and parkland property at Fair Park would be taken for installation of portions of the LRT line and portions of a station. Construction activities could encounter as many as 33 hazardous materials sites. 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), 5309(e)(2)-(7), 5301(e), and 5324(b)(1)-(3)), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0199D, Volume 26, Number 2. JF - EPA number: 030494, Final EIS--1,566 pages, Preliminary Engineering Plan and Profile Drawings--201 pages (oversize, October 24, 2003 PY - 2003 VL - 18 KW - Roads and Railroads KW - Bridges KW - Cultural Resources Assessments KW - Employment KW - Floodplains KW - Forests KW - Hazardous Materials KW - Historic Districts KW - Noise Standards Violations KW - Parks KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Streams KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Wildlife Habitat KW - Texas KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Act, Funding KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36351179?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHEAST+CORRIDOR+LIGHT+RAIL+TRANSIT+IN+DALLAS+COUNTY%2C+TEXAS.&rft.title=SOUTHEAST+CORRIDOR+LIGHT+RAIL+TRANSIT+IN+DALLAS+COUNTY%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Fort Worth, Texas; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 24, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTHEAST CORRIDOR LIGHT RAIL TRANSIT IN DALLAS COUNTY, TEXAS. [Part 20 of 20] T2 - SOUTHEAST CORRIDOR LIGHT RAIL TRANSIT IN DALLAS COUNTY, TEXAS. AN - 36351136; 10473-030494_0020 AB - PURPOSE: The construction and operation of a light rail transit (LRT) project to improve transit service in the Southeast Corridor of the Dallas Area Rapid Transit (DART) service area of Dallas County, Texas are proposed. The study corridor includes the southeast quadrant of Dallas County and is generally bounded by Interstate 30 (I-30) on the north, I-635/I-20 on the east and south, and I-45 on the west. The primary means of commuter travel in the region is single-occupant vehicle. Some arterial streets in the area carry high volumes of traffic and experience recurring congestion. The area is experiencing significant growth in employment and residential development. The LRT proposal would consist of a 10.2-mile extension of LRT service connecting downtown Dallas with the communities of Deep Ellum, Baylor, South Dallas, Fair Park, and Pleasant Grove. Most of the alignment would use pre-existing rail rights-of-way. Connections to other elements of the DART system plan are also included in the project. The LRT would link key activity and employment centers in the corridor, including Dallas Love Field Airport, the Medical Center District (Parkland, Children's, Zale, Lipshy, St. Paul and University of Texas Southwestern Medical Center), Market Center, Victory American Airlines Center, the Dallas central business district, Baylor Health Care System, Deep Ellum, and Fair Park. Access to the LRT would be provided via stations at Deep Ellum, Baylor, Fair Park, MLK, Hatcher, Lawnview, Lake June, and Buckner. The system extension would be completed and opened for revenue service in staged line segments during the years 2007 and 2008. DART's dedicated local sales tax, as well as long-term bond financing, would fund the remainder of the Northwest Corridor LRT line from Farmers Branch to Frankford, also planned to be open for revenue service in 2008. Given the definition of the federal project and the similar revenue service dates for the Northwest and Southeast corridors, the ridership forecasts and operating plans in each project's EIS document assumes both corridors are in place for the build alternative. Capital cost of the Southeast Corridor LRT is estimated at $450 million in 2002 dollars. In addition to the LRT, this draft EIS considers a No-Build Alternative, which would involve implementation of planned highway and transit facilities in the study corridor, leaving transportation facilities in the corridor largely unchanged. POSITIVE IMPACTS: The LRT would provide a reliable travel service for transit patrons in the corridor and an alternative to single-occupant vehicle use. Additionally, the LRT would contribute to the improvement in the region's air quality and would provide dependable access to employment opportunities in the area. Benefits provided by the LRT would improve the quality of life in an area with relatively large minority and low-income populations. NEGATIVE IMPACTS: Acquisition of 19.2 to 20.9 acres of rights-of-way would result in displacement of 11 to 19 residences, 11 to 21 businesses, 39 to 41 parcels, and one cell tower. The project would affect 30 acres of woodland and 40 acres of maintained grassy areas and the associated low-value wildlife habitat. Eight streams of tributaries would be bridged, and a portion of the line would cross four 100-year floodplains. Operations of the LRT would increase noise substantially in the vicinity of 246 residences, 18 of which would be affected in the extreme. Vibration due to operations could affect 65 residents and one church. LRT structures would alter the surrounding landscape, including that of the Fair Park Historic Landmark District, and parkland property at Fair Park would be taken for installation of portions of the LRT line and portions of a station. Construction activities could encounter as many as 33 hazardous materials sites. 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), 5309(e)(2)-(7), 5301(e), and 5324(b)(1)-(3)), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0199D, Volume 26, Number 2. JF - EPA number: 030494, Final EIS--1,566 pages, Preliminary Engineering Plan and Profile Drawings--201 pages (oversize, October 24, 2003 PY - 2003 VL - 20 KW - Roads and Railroads KW - Bridges KW - Cultural Resources Assessments KW - Employment KW - Floodplains KW - Forests KW - Hazardous Materials KW - Historic Districts KW - Noise Standards Violations KW - Parks KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Streams KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Wildlife Habitat KW - Texas KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Act, Funding KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36351136?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHEAST+CORRIDOR+LIGHT+RAIL+TRANSIT+IN+DALLAS+COUNTY%2C+TEXAS.&rft.title=SOUTHEAST+CORRIDOR+LIGHT+RAIL+TRANSIT+IN+DALLAS+COUNTY%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Fort Worth, Texas; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 24, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WEST CORRIDOR PROJECT, DENVER AND JEFFERSON COUNTIES, COLORADO. [Part 1 of 1] T2 - WEST CORRIDOR PROJECT, DENVER AND JEFFERSON COUNTIES, COLORADO. AN - 36350654; 10462-030483_0001 AB - PURPOSE: The implementation of transportation improvements in the West Corridor serving the cities of Denver, Lakewood, and Golden in Denver and Jefferson counties, Colorado is proposed. The current and projected travel patterns, levels of roadway congestion, growth in the population and employment in the region and in the corridor in particular require that the transportation system be improved. Three alternatives, including a No Action Alternative, are considered in this final EIS. The action alternatives include a light-rail rapid transit alternative and an alternative that would involve enhancement of bus service within the corridor. The preferred alternative would involve the construction and operation of a 12.1-mile light rail transit (LRT project extending west from the Denver Regional Transportation District's exiting LRT system in downtown Denver, through west Denver, Lakewood, and Jefferson County. More specifically, the LRT would extend from the existing LRT line at Auraria West Station, west across the South Platte River, proceed west along the existing Associated Railroad rights-of-way, which roughly parallels West 13th Avenue, proceed south along Quail Street, and cross to the south of West Sixth Avenue at the Denver Federal Center. West of the Denver Federal Center, the alignment would return to the north side of West Sixth Avenue via a tunnel and parallel the highway at-grade to the Jefferson County Government center. The LRT Alternative would be served by stations at Auraria West, Federal/Decatur, Knox, Perry, Sheridan, Lamar, Wadsworth, Garrison, Oak, Denver Federal Center, Red Rocks, and the Jefferson County Government Center. Parking would be provided at six of the stations; approximately 5,700 parking spaces would be provided. Bus access would be provided at each station, with the exception of the Auraria West Station, which would be located in an area that would directly serve the Auraria Campus but is not served by local streets. Cost of the LRT is estimated at $492 million in 2002 dollars. Forecast annual operation and maintenance costs for the year 2025 are estimated at $6.4 million. POSITIVE IMPACTS: The LRT Alternative would increase accessibility for all persons living and/or working within the corridor and adjacent areas. Highway and local road congestion, and the associated air and noise pollution, would decline significantly. Construction and operation of the system would employ hundreds of workers in the Denver area. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 31 acres for LRT station areas, 18 acres of an LRT maintenance facility, and 25 acres for LRT alignment rights-of-way. The project would result in the displacement of 34 businesses, 12 single-family residences, and 179 multifamily residences. Noise generated by the LRT would result in severe impacts at 62 single-family residences and six multifamily residences and moderate impacts at 214 residences, three parks, and one school playground. Seven sites, including a total of 34 single-family residences and 12 multifamily residences, would be affected by vibration from LRT operations. A total of 211 historic and four archaeological sites lie within the corridor affected by the project; 10 sites have been determined to be eligible for inclusion in the National Register of Historic Places. Only one eligible historic site, a railroad corridor, would be affected. Five parks would be impacted. Visual impacts would occur along West 13th Street and adjacent to parkland elsewhere. The alignment would traverse one of the five jurisdictional wetlands located within the study area and nine floodplains. Construction workers would encounter 10 hazardous materials sites. Several at-grade crossings would pose safety risks to motorists and pedestrians LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Laws (49 U.S.C. 53), 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 03-0336, Volume 27, Number 3. JF - EPA number: 030483, 599 pages, October 17, 2003 PY - 2003 VL - 1 KW - Roads and Railroads KW - Air Quality KW - Hazardous Materials KW - Historic Sites KW - Noise Standards Violations KW - Parking KW - Parks KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Safety KW - Schools KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Transportation KW - Visual Resources KW - Wetlands KW - Colorado KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Transit Laws, Compliance KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36350654?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WEST+CORRIDOR+PROJECT%2C+DENVER+AND+JEFFERSON+COUNTIES%2C+COLORADO.&rft.title=WEST+CORRIDOR+PROJECT%2C+DENVER+AND+JEFFERSON+COUNTIES%2C+COLORADO.&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: October 17, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CHOCTAW POINT TERMINAL PROJECT, MOBILE, MOBILE COUNTY, ALABAMA. AN - 36432144; 10452 AB - PURPOSE: The construction and operation of a world-class deep-water integrated intermodal container-handling terminal facility in the city of Mobile, Mobile County, Alabama are proposed. In recent years, the Alabama State Port Authority (ASPA) has witnessed a statewide move away from heavy industry to light manufacturing and value-added activities. Traditionally, the Port of Mobile has been an import and export location for high volume bulk products, with a lesser emphasis on classes of cargo needed by modern light industry. The proposed ASPA terminal facilities would address the need for the effective and efficient movement of containers to Alabama industry. The 370-acre project site lies adjacent to the Mobile River and Garrows Bend in the city of Mobile. The project would include construction of a 2,000-foot wharf parallel to the Mobile Ship Channel; development of a container yard and support facilities adjacent to the wharf to provide for container processing and storage, support and operations requirements, control gate access, and roadway access; provision of an intermodal rail yard consisting of two operational terminals for water-truck and truck-rail cargo transfers; installation of stormwater management facilities, including trench drains, inlets with underground pipe systems, and channelization improvements; provision of public access and use amenities to enhance the public's experience of the waterfront at the western shore of Mobile Bay and complement the proposed Crepe Myrtle Trail, an ongoing civic movement to provide linear parks and recreational facilities that celebrate the history of the region; provision of value-added facilities, including distribution and warehouse space in a vacant area west of the rail yard; and navigational improvements, including a 2,000-foot-long berthing area between the ship channel and the wharf covering 15 acres of previously dredged river. Dredged material would be placed in the Gaillard Island Dredged Material Disposal Area. In addition to the ASPA proposal, this draft EIS addresses a No Action Alternative. POSITIVE IMPACTS: The terminal facilities would serve existing and emerging industries, create new economic opportunities in the Mobile area, and support similar opportunities on a statewide level. NEGATIVE IMPACTS: The project would displace 277 acres of upland habitat, including habitat for federally protected birds, reptiles, and mammals. Approximately 24,3 acres of wetlands and 47.4 acres of open water would be filled. Construction and operation of the facility would significantly increase ambient emissions of nitrous oxides, volatile organic compounds, particulate matter, carbon monoxide, and sulfur oxides, though federal standards would not be exceeded. Truck and rail traffic in the vicinity of the terminal would increase significantly. Project facilities would change the visual characteristics of the project site from those of a relatively underdeveloped are to those of a well-lit industrial facility. Rerouting of the Tennessee Street Drain would increase the sediment load in the Southern Drain, likely increasing delta formation in the Southern Drain. Rerouting of the drain would also encroach on an existing floodway. Portions of the site would lie within special flood hazard zones, though filling in certain areas would raise the affected portions of the site above the level of the 100-year flood. The site would lie in an area affected by severe storms, including hurricanes. Nonpoint water pollution would increase somewhat. 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.). JF - EPA number: 030472, Draft EIS--367 pages, Appendices--378 pages, October 10, 2003 PY - 2003 KW - Water KW - Air Quality KW - Channels KW - Cultural Resources Surveys KW - Drainage KW - Dredging KW - Dredging Surveys KW - Endangered Species (Animals) KW - Flood Hazards KW - Floodplains KW - Floodways KW - Harbor Improvements KW - Harbor Structures KW - Harbors KW - Hurricanes KW - Navigation KW - Parks KW - Railroads KW - Recreation Facilities KW - Roads KW - Sediment Assessments KW - Socioeconomic Assessments KW - Terminal Facilities KW - Trails KW - Vegetation KW - Visual Resources KW - Water Quality KW - Water Quality Assessments KW - Waterways KW - Wetlands KW - Wildlife Habitat KW - Alabama KW - Mobile River 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/36432144?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CHOCTAW+POINT+TERMINAL+PROJECT%2C+MOBILE%2C+MOBILE+COUNTY%2C+ALABAMA.&rft.title=CHOCTAW+POINT+TERMINAL+PROJECT%2C+MOBILE%2C+MOBILE+COUNTY%2C+ALABAMA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Mobile, Alabama; ARMY N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 10, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CHOCTAW POINT TERMINAL PROJECT, MOBILE, MOBILE COUNTY, ALABAMA. [Part 4 of 5] T2 - CHOCTAW POINT TERMINAL PROJECT, MOBILE, MOBILE COUNTY, ALABAMA. AN - 36382974; 10452-030472_0004 AB - PURPOSE: The construction and operation of a world-class deep-water integrated intermodal container-handling terminal facility in the city of Mobile, Mobile County, Alabama are proposed. In recent years, the Alabama State Port Authority (ASPA) has witnessed a statewide move away from heavy industry to light manufacturing and value-added activities. Traditionally, the Port of Mobile has been an import and export location for high volume bulk products, with a lesser emphasis on classes of cargo needed by modern light industry. The proposed ASPA terminal facilities would address the need for the effective and efficient movement of containers to Alabama industry. The 370-acre project site lies adjacent to the Mobile River and Garrows Bend in the city of Mobile. The project would include construction of a 2,000-foot wharf parallel to the Mobile Ship Channel; development of a container yard and support facilities adjacent to the wharf to provide for container processing and storage, support and operations requirements, control gate access, and roadway access; provision of an intermodal rail yard consisting of two operational terminals for water-truck and truck-rail cargo transfers; installation of stormwater management facilities, including trench drains, inlets with underground pipe systems, and channelization improvements; provision of public access and use amenities to enhance the public's experience of the waterfront at the western shore of Mobile Bay and complement the proposed Crepe Myrtle Trail, an ongoing civic movement to provide linear parks and recreational facilities that celebrate the history of the region; provision of value-added facilities, including distribution and warehouse space in a vacant area west of the rail yard; and navigational improvements, including a 2,000-foot-long berthing area between the ship channel and the wharf covering 15 acres of previously dredged river. Dredged material would be placed in the Gaillard Island Dredged Material Disposal Area. In addition to the ASPA proposal, this draft EIS addresses a No Action Alternative. POSITIVE IMPACTS: The terminal facilities would serve existing and emerging industries, create new economic opportunities in the Mobile area, and support similar opportunities on a statewide level. NEGATIVE IMPACTS: The project would displace 277 acres of upland habitat, including habitat for federally protected birds, reptiles, and mammals. Approximately 24,3 acres of wetlands and 47.4 acres of open water would be filled. Construction and operation of the facility would significantly increase ambient emissions of nitrous oxides, volatile organic compounds, particulate matter, carbon monoxide, and sulfur oxides, though federal standards would not be exceeded. Truck and rail traffic in the vicinity of the terminal would increase significantly. Project facilities would change the visual characteristics of the project site from those of a relatively underdeveloped are to those of a well-lit industrial facility. Rerouting of the Tennessee Street Drain would increase the sediment load in the Southern Drain, likely increasing delta formation in the Southern Drain. Rerouting of the drain would also encroach on an existing floodway. Portions of the site would lie within special flood hazard zones, though filling in certain areas would raise the affected portions of the site above the level of the 100-year flood. The site would lie in an area affected by severe storms, including hurricanes. Nonpoint water pollution would increase somewhat. 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.). JF - EPA number: 030472, Draft EIS--367 pages, Appendices--378 pages, October 10, 2003 PY - 2003 VL - 4 KW - Water KW - Air Quality KW - Channels KW - Cultural Resources Surveys KW - Drainage KW - Dredging KW - Dredging Surveys KW - Endangered Species (Animals) KW - Flood Hazards KW - Floodplains KW - Floodways KW - Harbor Improvements KW - Harbor Structures KW - Harbors KW - Hurricanes KW - Navigation KW - Parks KW - Railroads KW - Recreation Facilities KW - Roads KW - Sediment Assessments KW - Socioeconomic Assessments KW - Terminal Facilities KW - Trails KW - Vegetation KW - Visual Resources KW - Water Quality KW - Water Quality Assessments KW - Waterways KW - Wetlands KW - Wildlife Habitat KW - Alabama KW - Mobile River 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/36382974?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ARLINGTON+AND+GARROWS+BEND+CHANNELS+AND+ADJACENT+AREA+RESTORATION%2C+MOBILE%2C+ALABAMA.&rft.title=ARLINGTON+AND+GARROWS+BEND+CHANNELS+AND+ADJACENT+AREA+RESTORATION%2C+MOBILE%2C+ALABAMA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Mobile, Alabama; ARMY N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 10, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CHOCTAW POINT TERMINAL PROJECT, MOBILE, MOBILE COUNTY, ALABAMA. [Part 3 of 5] T2 - CHOCTAW POINT TERMINAL PROJECT, MOBILE, MOBILE COUNTY, ALABAMA. AN - 36380982; 10452-030472_0003 AB - PURPOSE: The construction and operation of a world-class deep-water integrated intermodal container-handling terminal facility in the city of Mobile, Mobile County, Alabama are proposed. In recent years, the Alabama State Port Authority (ASPA) has witnessed a statewide move away from heavy industry to light manufacturing and value-added activities. Traditionally, the Port of Mobile has been an import and export location for high volume bulk products, with a lesser emphasis on classes of cargo needed by modern light industry. The proposed ASPA terminal facilities would address the need for the effective and efficient movement of containers to Alabama industry. The 370-acre project site lies adjacent to the Mobile River and Garrows Bend in the city of Mobile. The project would include construction of a 2,000-foot wharf parallel to the Mobile Ship Channel; development of a container yard and support facilities adjacent to the wharf to provide for container processing and storage, support and operations requirements, control gate access, and roadway access; provision of an intermodal rail yard consisting of two operational terminals for water-truck and truck-rail cargo transfers; installation of stormwater management facilities, including trench drains, inlets with underground pipe systems, and channelization improvements; provision of public access and use amenities to enhance the public's experience of the waterfront at the western shore of Mobile Bay and complement the proposed Crepe Myrtle Trail, an ongoing civic movement to provide linear parks and recreational facilities that celebrate the history of the region; provision of value-added facilities, including distribution and warehouse space in a vacant area west of the rail yard; and navigational improvements, including a 2,000-foot-long berthing area between the ship channel and the wharf covering 15 acres of previously dredged river. Dredged material would be placed in the Gaillard Island Dredged Material Disposal Area. In addition to the ASPA proposal, this draft EIS addresses a No Action Alternative. POSITIVE IMPACTS: The terminal facilities would serve existing and emerging industries, create new economic opportunities in the Mobile area, and support similar opportunities on a statewide level. NEGATIVE IMPACTS: The project would displace 277 acres of upland habitat, including habitat for federally protected birds, reptiles, and mammals. Approximately 24,3 acres of wetlands and 47.4 acres of open water would be filled. Construction and operation of the facility would significantly increase ambient emissions of nitrous oxides, volatile organic compounds, particulate matter, carbon monoxide, and sulfur oxides, though federal standards would not be exceeded. Truck and rail traffic in the vicinity of the terminal would increase significantly. Project facilities would change the visual characteristics of the project site from those of a relatively underdeveloped are to those of a well-lit industrial facility. Rerouting of the Tennessee Street Drain would increase the sediment load in the Southern Drain, likely increasing delta formation in the Southern Drain. Rerouting of the drain would also encroach on an existing floodway. Portions of the site would lie within special flood hazard zones, though filling in certain areas would raise the affected portions of the site above the level of the 100-year flood. The site would lie in an area affected by severe storms, including hurricanes. Nonpoint water pollution would increase somewhat. 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.). JF - EPA number: 030472, Draft EIS--367 pages, Appendices--378 pages, October 10, 2003 PY - 2003 VL - 3 KW - Water KW - Air Quality KW - Channels KW - Cultural Resources Surveys KW - Drainage KW - Dredging KW - Dredging Surveys KW - Endangered Species (Animals) KW - Flood Hazards KW - Floodplains KW - Floodways KW - Harbor Improvements KW - Harbor Structures KW - Harbors KW - Hurricanes KW - Navigation KW - Parks KW - Railroads KW - Recreation Facilities KW - Roads KW - Sediment Assessments KW - Socioeconomic Assessments KW - Terminal Facilities KW - Trails KW - Vegetation KW - Visual Resources KW - Water Quality KW - Water Quality Assessments KW - Waterways KW - Wetlands KW - Wildlife Habitat KW - Alabama KW - Mobile River 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/36380982?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CHOCTAW+POINT+TERMINAL+PROJECT%2C+MOBILE%2C+MOBILE+COUNTY%2C+ALABAMA.&rft.title=CHOCTAW+POINT+TERMINAL+PROJECT%2C+MOBILE%2C+MOBILE+COUNTY%2C+ALABAMA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Mobile, Alabama; ARMY N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 10, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CHOCTAW POINT TERMINAL PROJECT, MOBILE, MOBILE COUNTY, ALABAMA. [Part 2 of 5] T2 - CHOCTAW POINT TERMINAL PROJECT, MOBILE, MOBILE COUNTY, ALABAMA. AN - 36380918; 10452-030472_0002 AB - PURPOSE: The construction and operation of a world-class deep-water integrated intermodal container-handling terminal facility in the city of Mobile, Mobile County, Alabama are proposed. In recent years, the Alabama State Port Authority (ASPA) has witnessed a statewide move away from heavy industry to light manufacturing and value-added activities. Traditionally, the Port of Mobile has been an import and export location for high volume bulk products, with a lesser emphasis on classes of cargo needed by modern light industry. The proposed ASPA terminal facilities would address the need for the effective and efficient movement of containers to Alabama industry. The 370-acre project site lies adjacent to the Mobile River and Garrows Bend in the city of Mobile. The project would include construction of a 2,000-foot wharf parallel to the Mobile Ship Channel; development of a container yard and support facilities adjacent to the wharf to provide for container processing and storage, support and operations requirements, control gate access, and roadway access; provision of an intermodal rail yard consisting of two operational terminals for water-truck and truck-rail cargo transfers; installation of stormwater management facilities, including trench drains, inlets with underground pipe systems, and channelization improvements; provision of public access and use amenities to enhance the public's experience of the waterfront at the western shore of Mobile Bay and complement the proposed Crepe Myrtle Trail, an ongoing civic movement to provide linear parks and recreational facilities that celebrate the history of the region; provision of value-added facilities, including distribution and warehouse space in a vacant area west of the rail yard; and navigational improvements, including a 2,000-foot-long berthing area between the ship channel and the wharf covering 15 acres of previously dredged river. Dredged material would be placed in the Gaillard Island Dredged Material Disposal Area. In addition to the ASPA proposal, this draft EIS addresses a No Action Alternative. POSITIVE IMPACTS: The terminal facilities would serve existing and emerging industries, create new economic opportunities in the Mobile area, and support similar opportunities on a statewide level. NEGATIVE IMPACTS: The project would displace 277 acres of upland habitat, including habitat for federally protected birds, reptiles, and mammals. Approximately 24,3 acres of wetlands and 47.4 acres of open water would be filled. Construction and operation of the facility would significantly increase ambient emissions of nitrous oxides, volatile organic compounds, particulate matter, carbon monoxide, and sulfur oxides, though federal standards would not be exceeded. Truck and rail traffic in the vicinity of the terminal would increase significantly. Project facilities would change the visual characteristics of the project site from those of a relatively underdeveloped are to those of a well-lit industrial facility. Rerouting of the Tennessee Street Drain would increase the sediment load in the Southern Drain, likely increasing delta formation in the Southern Drain. Rerouting of the drain would also encroach on an existing floodway. Portions of the site would lie within special flood hazard zones, though filling in certain areas would raise the affected portions of the site above the level of the 100-year flood. The site would lie in an area affected by severe storms, including hurricanes. Nonpoint water pollution would increase somewhat. 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.). JF - EPA number: 030472, Draft EIS--367 pages, Appendices--378 pages, October 10, 2003 PY - 2003 VL - 2 KW - Water KW - Air Quality KW - Channels KW - Cultural Resources Surveys KW - Drainage KW - Dredging KW - Dredging Surveys KW - Endangered Species (Animals) KW - Flood Hazards KW - Floodplains KW - Floodways KW - Harbor Improvements KW - Harbor Structures KW - Harbors KW - Hurricanes KW - Navigation KW - Parks KW - Railroads KW - Recreation Facilities KW - Roads KW - Sediment Assessments KW - Socioeconomic Assessments KW - Terminal Facilities KW - Trails KW - Vegetation KW - Visual Resources KW - Water Quality KW - Water Quality Assessments KW - Waterways KW - Wetlands KW - Wildlife Habitat KW - Alabama KW - Mobile River 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/36380918?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CHOCTAW+POINT+TERMINAL+PROJECT%2C+MOBILE%2C+MOBILE+COUNTY%2C+ALABAMA.&rft.title=CHOCTAW+POINT+TERMINAL+PROJECT%2C+MOBILE%2C+MOBILE+COUNTY%2C+ALABAMA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Mobile, Alabama; ARMY N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 10, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CHOCTAW POINT TERMINAL PROJECT, MOBILE, MOBILE COUNTY, ALABAMA. [Part 1 of 5] T2 - CHOCTAW POINT TERMINAL PROJECT, MOBILE, MOBILE COUNTY, ALABAMA. AN - 36380886; 10452-030472_0001 AB - PURPOSE: The construction and operation of a world-class deep-water integrated intermodal container-handling terminal facility in the city of Mobile, Mobile County, Alabama are proposed. In recent years, the Alabama State Port Authority (ASPA) has witnessed a statewide move away from heavy industry to light manufacturing and value-added activities. Traditionally, the Port of Mobile has been an import and export location for high volume bulk products, with a lesser emphasis on classes of cargo needed by modern light industry. The proposed ASPA terminal facilities would address the need for the effective and efficient movement of containers to Alabama industry. The 370-acre project site lies adjacent to the Mobile River and Garrows Bend in the city of Mobile. The project would include construction of a 2,000-foot wharf parallel to the Mobile Ship Channel; development of a container yard and support facilities adjacent to the wharf to provide for container processing and storage, support and operations requirements, control gate access, and roadway access; provision of an intermodal rail yard consisting of two operational terminals for water-truck and truck-rail cargo transfers; installation of stormwater management facilities, including trench drains, inlets with underground pipe systems, and channelization improvements; provision of public access and use amenities to enhance the public's experience of the waterfront at the western shore of Mobile Bay and complement the proposed Crepe Myrtle Trail, an ongoing civic movement to provide linear parks and recreational facilities that celebrate the history of the region; provision of value-added facilities, including distribution and warehouse space in a vacant area west of the rail yard; and navigational improvements, including a 2,000-foot-long berthing area between the ship channel and the wharf covering 15 acres of previously dredged river. Dredged material would be placed in the Gaillard Island Dredged Material Disposal Area. In addition to the ASPA proposal, this draft EIS addresses a No Action Alternative. POSITIVE IMPACTS: The terminal facilities would serve existing and emerging industries, create new economic opportunities in the Mobile area, and support similar opportunities on a statewide level. NEGATIVE IMPACTS: The project would displace 277 acres of upland habitat, including habitat for federally protected birds, reptiles, and mammals. Approximately 24,3 acres of wetlands and 47.4 acres of open water would be filled. Construction and operation of the facility would significantly increase ambient emissions of nitrous oxides, volatile organic compounds, particulate matter, carbon monoxide, and sulfur oxides, though federal standards would not be exceeded. Truck and rail traffic in the vicinity of the terminal would increase significantly. Project facilities would change the visual characteristics of the project site from those of a relatively underdeveloped are to those of a well-lit industrial facility. Rerouting of the Tennessee Street Drain would increase the sediment load in the Southern Drain, likely increasing delta formation in the Southern Drain. Rerouting of the drain would also encroach on an existing floodway. Portions of the site would lie within special flood hazard zones, though filling in certain areas would raise the affected portions of the site above the level of the 100-year flood. The site would lie in an area affected by severe storms, including hurricanes. Nonpoint water pollution would increase somewhat. 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.). JF - EPA number: 030472, Draft EIS--367 pages, Appendices--378 pages, October 10, 2003 PY - 2003 VL - 1 KW - Water KW - Air Quality KW - Channels KW - Cultural Resources Surveys KW - Drainage KW - Dredging KW - Dredging Surveys KW - Endangered Species (Animals) KW - Flood Hazards KW - Floodplains KW - Floodways KW - Harbor Improvements KW - Harbor Structures KW - Harbors KW - Hurricanes KW - Navigation KW - Parks KW - Railroads KW - Recreation Facilities KW - Roads KW - Sediment Assessments KW - Socioeconomic Assessments KW - Terminal Facilities KW - Trails KW - Vegetation KW - Visual Resources KW - Water Quality KW - Water Quality Assessments KW - Waterways KW - Wetlands KW - Wildlife Habitat KW - Alabama KW - Mobile River 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/36380886?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=LRT+LINE+TO+FARMERS+BRANCH+AND+CARROLTON+IN+DALLAS+AND+DENTON+COUNTIES%2C+TEXAS.&rft.title=LRT+LINE+TO+FARMERS+BRANCH+AND+CARROLTON+IN+DALLAS+AND+DENTON+COUNTIES%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Mobile, Alabama; ARMY N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 10, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CHOCTAW POINT TERMINAL PROJECT, MOBILE, MOBILE COUNTY, ALABAMA. [Part 5 of 5] T2 - CHOCTAW POINT TERMINAL PROJECT, MOBILE, MOBILE COUNTY, ALABAMA. AN - 36373938; 10452-030472_0005 AB - PURPOSE: The construction and operation of a world-class deep-water integrated intermodal container-handling terminal facility in the city of Mobile, Mobile County, Alabama are proposed. In recent years, the Alabama State Port Authority (ASPA) has witnessed a statewide move away from heavy industry to light manufacturing and value-added activities. Traditionally, the Port of Mobile has been an import and export location for high volume bulk products, with a lesser emphasis on classes of cargo needed by modern light industry. The proposed ASPA terminal facilities would address the need for the effective and efficient movement of containers to Alabama industry. The 370-acre project site lies adjacent to the Mobile River and Garrows Bend in the city of Mobile. The project would include construction of a 2,000-foot wharf parallel to the Mobile Ship Channel; development of a container yard and support facilities adjacent to the wharf to provide for container processing and storage, support and operations requirements, control gate access, and roadway access; provision of an intermodal rail yard consisting of two operational terminals for water-truck and truck-rail cargo transfers; installation of stormwater management facilities, including trench drains, inlets with underground pipe systems, and channelization improvements; provision of public access and use amenities to enhance the public's experience of the waterfront at the western shore of Mobile Bay and complement the proposed Crepe Myrtle Trail, an ongoing civic movement to provide linear parks and recreational facilities that celebrate the history of the region; provision of value-added facilities, including distribution and warehouse space in a vacant area west of the rail yard; and navigational improvements, including a 2,000-foot-long berthing area between the ship channel and the wharf covering 15 acres of previously dredged river. Dredged material would be placed in the Gaillard Island Dredged Material Disposal Area. In addition to the ASPA proposal, this draft EIS addresses a No Action Alternative. POSITIVE IMPACTS: The terminal facilities would serve existing and emerging industries, create new economic opportunities in the Mobile area, and support similar opportunities on a statewide level. NEGATIVE IMPACTS: The project would displace 277 acres of upland habitat, including habitat for federally protected birds, reptiles, and mammals. Approximately 24,3 acres of wetlands and 47.4 acres of open water would be filled. Construction and operation of the facility would significantly increase ambient emissions of nitrous oxides, volatile organic compounds, particulate matter, carbon monoxide, and sulfur oxides, though federal standards would not be exceeded. Truck and rail traffic in the vicinity of the terminal would increase significantly. Project facilities would change the visual characteristics of the project site from those of a relatively underdeveloped are to those of a well-lit industrial facility. Rerouting of the Tennessee Street Drain would increase the sediment load in the Southern Drain, likely increasing delta formation in the Southern Drain. Rerouting of the drain would also encroach on an existing floodway. Portions of the site would lie within special flood hazard zones, though filling in certain areas would raise the affected portions of the site above the level of the 100-year flood. The site would lie in an area affected by severe storms, including hurricanes. Nonpoint water pollution would increase somewhat. 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.). JF - EPA number: 030472, Draft EIS--367 pages, Appendices--378 pages, October 10, 2003 PY - 2003 VL - 5 KW - Water KW - Air Quality KW - Channels KW - Cultural Resources Surveys KW - Drainage KW - Dredging KW - Dredging Surveys KW - Endangered Species (Animals) KW - Flood Hazards KW - Floodplains KW - Floodways KW - Harbor Improvements KW - Harbor Structures KW - Harbors KW - Hurricanes KW - Navigation KW - Parks KW - Railroads KW - Recreation Facilities KW - Roads KW - Sediment Assessments KW - Socioeconomic Assessments KW - Terminal Facilities KW - Trails KW - Vegetation KW - Visual Resources KW - Water Quality KW - Water Quality Assessments KW - Waterways KW - Wetlands KW - Wildlife Habitat KW - Alabama KW - Mobile River 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/36373938?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CHOCTAW+POINT+TERMINAL+PROJECT%2C+MOBILE%2C+MOBILE+COUNTY%2C+ALABAMA.&rft.title=CHOCTAW+POINT+TERMINAL+PROJECT%2C+MOBILE%2C+MOBILE+COUNTY%2C+ALABAMA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Mobile, Alabama; ARMY N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 10, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ARLINGTON AND GARROWS BEND CHANNELS AND ADJACENT AREA RESTORATION, MOBILE, ALABAMA. [Part 1 of 1] T2 - ARLINGTON AND GARROWS BEND CHANNELS AND ADJACENT AREA RESTORATION, MOBILE, ALABAMA. AN - 36370882; 10456-030476_0001 AB - PURPOSE: Dredging and disposal of contaminated dredged materials are proposed to restore and maintain the Arlington and Garrows Bend channels and adjacent areas in Mobile, Alabama. During the most recent sediment evaluation process required for maintenance dredging, chemical contamination was discovered in the sediments of the Arlington and Garrows Bend area. Biological tissue samples, including samples from benthic microinvertebrates and fish, collected in Garrows Bend identified four areas of concern and four chemicals of potential concern. A special congressional resolution was passed authorizing the removal, transportation, disposal, and remediation of the contaminated sediments in and adjacent to these federal navigation projects. Six alternatives, including a No Action Alternative (Alternative a), are considered in this draft EIS. The tentatively recommended plan (Alternative F) would involve the construction of two confined disposal facilities (CDFs) on existing contaminated sediment sites in Garrows Bend; dredging sediments from two contaminated areas; placing the dredge spoil in the CDFs; capping the CDFs will clean material; backfilling the dredged areas with clean material; and revegetating all capped or backfilled areas with appropriate wetland plant species. Cost of implementing the preferred alternative is estimated at $12.5 million. POSITIVE IMPACTS: After determining the exact extent of sediment contamination, the project would apply acceptive corrective measures to control the contamination that exists in the area and evaluate readily available data to identify sources of contamination that could impact the success or the restoration measures. The project would allow for the continued navigational use of the Garrows Bend and Arlington channels and adjacent areas, ensuring the continued economic viability of the port and the safety of ships loading and unloading at port facilities. NEGATIVE IMPACTS: Dredging and disposal activities would result in temporary turbidity and the release of toxins into the water column. Disposal would displace riverbed area with vegetated wetlands. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Public Law 107-66. JF - EPA number: 030476, 377 pages, October 10,2003 PY - 2003 VL - 1 KW - Water KW - Channels KW - Disposal KW - Dredging KW - Dredging Surveys KW - Harbor Improvements KW - Harbors KW - Navigation KW - Sediment KW - Sediment Analyses KW - Sediment Assessments KW - Water Quality KW - Waterways KW - Wetlands KW - Toxicity KW - Water Quality Assessments KW - Alabama KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Public Law 107-66, Project Authorization UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36370882?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ARLINGTON+AND+GARROWS+BEND+CHANNELS+AND+ADJACENT+AREA+RESTORATION%2C+MOBILE%2C+ALABAMA.&rft.title=ARLINGTON+AND+GARROWS+BEND+CHANNELS+AND+ADJACENT+AREA+RESTORATION%2C+MOBILE%2C+ALABAMA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Mobile, Alabama; ARMY N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 10,2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-5 TOUTLE PARK ROAD TO MAYTOWN; COWLITZ, LEWIS, AND THURSTON COUNTIES, WASHINGTON. [Part 1 of 1] T2 - I-5 TOUTLE PARK ROAD TO MAYTOWN; COWLITZ, LEWIS, AND THURSTON COUNTIES, WASHINGTON. AN - 36350348; 10453-030473_0001 AB - PURPOSE: The improvement of a 42.5-mile section of Interstate 5 (I-5) from the Toutle Park Road Interchange (Exit 52) in northern Cowlitz County, through Lewis County, to the Maytown Interchange (Exit 95) in the southern part of Thurston County, located in southwestern Washington, is proposed. Portions of the corridor pass through the cities of Chehalis and Centralia. I-5 is the major north-south transportation corridor for intercity travel in western Washington. Roughly half of the project corridor is jointly designated with SR 12 as a major east-west route through southern Washington, and the additional traffic from SR 12 adds to the capacity problems along the corridor. A mainline capacity analysis indicated that the project corridor would be operating at Level of Service F by the year 2020. Two alternatives, including a No-Build Alternative, which would involve short-term maintenance activities, are considered in this final EIS. The proposed action would widen the existing four-lane segments of I-5 to a six-lane divided highway and would make design modifications and improvements at three interchanges (SR 12 East, Cowlitz River, and SR 12 West). Widening the highway would require the replacement or widening of 11 bridges within the project area. At several locations the roadway would be realigned to improve visibility at horizontal curves and improve sight distance over hills. A section of highway in Centralia would be raised six feet to meet flood clearance standards. Drainage improvements would be made at various locations including stormwater detention and water treatment facilities. POSITIVE IMPACTS: The improvements would increase the service level of I-5, enhance safety, reduce congestion, and accommodate projected population and traffic increases. Access to parks and recreational facilities would be improved. NEGATIVE IMPACTS: The project would cross nine miles of floodplain. The widened highway could impede the flows of crossing streams and contribute to flooding risk. Up to 128 acres of wetlands would be filled, and 118 acres of prime farmland converted to highway use. Rights-of-way requirements would displace up to 27 residential units and six businesses. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 97-0051D, Volume 21, Number 1. JF - EPA number: 030473, 1,012 pages, October 10, 2003 PY - 2003 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-96-2-F KW - Biologic Assessments KW - Bridges KW - Drainage KW - Floodplains KW - Flood Hazards KW - Highway Structures KW - Highways KW - Recreation Resources KW - Wastewater KW - Wetlands KW - Washington 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/36350348?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=LRT+LINE+TO+FARMERS+BRANCH+AND+CARROLTON+IN+DALLAS+AND+DENTON+COUNTIES%2C+TEXAS.&rft.title=LRT+LINE+TO+FARMERS+BRANCH+AND+CARROLTON+IN+DALLAS+AND+DENTON+COUNTIES%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Seattle, Washington; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 10, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ARLINGTON AND GARROWS BEND CHANNELS AND ADJACENT AREA RESTORATION, MOBILE, ALABAMA. AN - 16349715; 10456 AB - PURPOSE: Dredging and disposal of contaminated dredged materials are proposed to restore and maintain the Arlington and Garrows Bend channels and adjacent areas in Mobile, Alabama. During the most recent sediment evaluation process required for maintenance dredging, chemical contamination was discovered in the sediments of the Arlington and Garrows Bend area. Biological tissue samples, including samples from benthic microinvertebrates and fish, collected in Garrows Bend identified four areas of concern and four chemicals of potential concern. A special congressional resolution was passed authorizing the removal, transportation, disposal, and remediation of the contaminated sediments in and adjacent to these federal navigation projects. Six alternatives, including a No Action Alternative (Alternative a), are considered in this draft EIS. The tentatively recommended plan (Alternative F) would involve the construction of two confined disposal facilities (CDFs) on existing contaminated sediment sites in Garrows Bend; dredging sediments from two contaminated areas; placing the dredge spoil in the CDFs; capping the CDFs will clean material; backfilling the dredged areas with clean material; and revegetating all capped or backfilled areas with appropriate wetland plant species. Cost of implementing the preferred alternative is estimated at $12.5 million. POSITIVE IMPACTS: After determining the exact extent of sediment contamination, the project would apply acceptive corrective measures to control the contamination that exists in the area and evaluate readily available data to identify sources of contamination that could impact the success or the restoration measures. The project would allow for the continued navigational use of the Garrows Bend and Arlington channels and adjacent areas, ensuring the continued economic viability of the port and the safety of ships loading and unloading at port facilities. NEGATIVE IMPACTS: Dredging and disposal activities would result in temporary turbidity and the release of toxins into the water column. Disposal would displace riverbed area with vegetated wetlands. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Public Law 107-66. JF - EPA number: 030476, 377 pages, October 10,2003 PY - 2003 KW - Water KW - Channels KW - Disposal KW - Dredging KW - Dredging Surveys KW - Harbor Improvements KW - Harbors KW - Navigation KW - Sediment KW - Sediment Analyses KW - Sediment Assessments KW - Water Quality KW - Waterways KW - Wetlands KW - Toxicity KW - Water Quality Assessments KW - Alabama KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Public Law 107-66, Project Authorization UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16349715?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ARLINGTON+AND+GARROWS+BEND+CHANNELS+AND+ADJACENT+AREA+RESTORATION%2C+MOBILE%2C+ALABAMA.&rft.title=ARLINGTON+AND+GARROWS+BEND+CHANNELS+AND+ADJACENT+AREA+RESTORATION%2C+MOBILE%2C+ALABAMA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Mobile, Alabama; ARMY N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 10,2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-5 TOUTLE PARK ROAD TO MAYTOWN; COWLITZ, LEWIS, AND THURSTON COUNTIES, WASHINGTON. AN - 15225220; 10453 AB - PURPOSE: The improvement of a 42.5-mile section of Interstate 5 (I-5) from the Toutle Park Road Interchange (Exit 52) in northern Cowlitz County, through Lewis County, to the Maytown Interchange (Exit 95) in the southern part of Thurston County, located in southwestern Washington, is proposed. Portions of the corridor pass through the cities of Chehalis and Centralia. I-5 is the major north-south transportation corridor for intercity travel in western Washington. Roughly half of the project corridor is jointly designated with SR 12 as a major east-west route through southern Washington, and the additional traffic from SR 12 adds to the capacity problems along the corridor. A mainline capacity analysis indicated that the project corridor would be operating at Level of Service F by the year 2020. Two alternatives, including a No-Build Alternative, which would involve short-term maintenance activities, are considered in this final EIS. The proposed action would widen the existing four-lane segments of I-5 to a six-lane divided highway and would make design modifications and improvements at three interchanges (SR 12 East, Cowlitz River, and SR 12 West). Widening the highway would require the replacement or widening of 11 bridges within the project area. At several locations the roadway would be realigned to improve visibility at horizontal curves and improve sight distance over hills. A section of highway in Centralia would be raised six feet to meet flood clearance standards. Drainage improvements would be made at various locations including stormwater detention and water treatment facilities. POSITIVE IMPACTS: The improvements would increase the service level of I-5, enhance safety, reduce congestion, and accommodate projected population and traffic increases. Access to parks and recreational facilities would be improved. NEGATIVE IMPACTS: The project would cross nine miles of floodplain. The widened highway could impede the flows of crossing streams and contribute to flooding risk. Up to 128 acres of wetlands would be filled, and 118 acres of prime farmland converted to highway use. Rights-of-way requirements would displace up to 27 residential units and six businesses. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 97-0051D, Volume 21, Number 1. JF - EPA number: 030473, 1,012 pages, October 10, 2003 PY - 2003 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-96-2-F KW - Biologic Assessments KW - Bridges KW - Drainage KW - Floodplains KW - Flood Hazards KW - Highway Structures KW - Highways KW - Recreation Resources KW - Wastewater KW - Wetlands KW - Washington 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/15225220?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-5+TOUTLE+PARK+ROAD+TO+MAYTOWN%3B+COWLITZ%2C+LEWIS%2C+AND+THURSTON+COUNTIES%2C+WASHINGTON.&rft.title=I-5+TOUTLE+PARK+ROAD+TO+MAYTOWN%3B+COWLITZ%2C+LEWIS%2C+AND+THURSTON+COUNTIES%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Seattle, Washington; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 10, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - UPPER DESCHUTES RESOURCE MANAGEMENT PLAN, JEFFERSON, KLAMATH, DESCHUTES, AND CROOK COUNTIES, OREGON. [Part 4 of 5] T2 - UPPER DESCHUTES RESOURCE MANAGEMENT PLAN, JEFFERSON, KLAMATH, DESCHUTES, AND CROOK COUNTIES, OREGON. AN - 36385902; 10446-030466_0004 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 draft 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 non-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.). JF - EPA number: 030466, Executive Summary--54 pages, Draft EIS--620 pages, Appendices--316 pages, Map Supplement, October 9, 2003 PY - 2003 VL - 4 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 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36385902?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-09&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 - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 9, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - UPPER DESCHUTES RESOURCE MANAGEMENT PLAN, JEFFERSON, KLAMATH, DESCHUTES, AND CROOK COUNTIES, OREGON. [Part 3 of 5] T2 - UPPER DESCHUTES RESOURCE MANAGEMENT PLAN, JEFFERSON, KLAMATH, DESCHUTES, AND CROOK COUNTIES, OREGON. AN - 36383969; 10446-030466_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 draft 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 non-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.). JF - EPA number: 030466, Executive Summary--54 pages, Draft EIS--620 pages, Appendices--316 pages, Map Supplement, October 9, 2003 PY - 2003 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 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36383969?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-09&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 - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 9, 2003 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 5] T2 - UPPER DESCHUTES RESOURCE MANAGEMENT PLAN, JEFFERSON, KLAMATH, DESCHUTES, AND CROOK COUNTIES, OREGON. AN - 36382737; 10446-030466_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 draft 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 non-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.). JF - EPA number: 030466, Executive Summary--54 pages, Draft EIS--620 pages, Appendices--316 pages, Map Supplement, October 9, 2003 PY - 2003 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 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36382737?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHEAST+CORRIDOR+LIGHT+RAIL+TRANSIT+IN+DALLAS+COUNTY%2C+TEXAS.&rft.title=SOUTHEAST+CORRIDOR+LIGHT+RAIL+TRANSIT+IN+DALLAS+COUNTY%2C+TEXAS.&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 - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 9, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - UPPER DESCHUTES RESOURCE MANAGEMENT PLAN, JEFFERSON, KLAMATH, DESCHUTES, AND CROOK COUNTIES, OREGON. [Part 5 of 5] T2 - UPPER DESCHUTES RESOURCE MANAGEMENT PLAN, JEFFERSON, KLAMATH, DESCHUTES, AND CROOK COUNTIES, OREGON. AN - 36381195; 10446-030466_0005 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 draft 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 non-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.). JF - EPA number: 030466, Executive Summary--54 pages, Draft EIS--620 pages, Appendices--316 pages, Map Supplement, October 9, 2003 PY - 2003 VL - 5 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 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36381195?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-09&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 - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 9, 2003 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 5] T2 - UPPER DESCHUTES RESOURCE MANAGEMENT PLAN, JEFFERSON, KLAMATH, DESCHUTES, AND CROOK COUNTIES, OREGON. AN - 36371976; 10446-030466_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 draft 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 non-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.). JF - EPA number: 030466, Executive Summary--54 pages, Draft EIS--620 pages, Appendices--316 pages, Map Supplement, October 9, 2003 PY - 2003 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 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36371976?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-09&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 - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 9, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WISCONSIN STATE HIGHWAY 83 (COUNTY NN TO WIS 16), WAUKESHA COUNTY, WISCONSIN. [Part 1 of 1] T2 - WISCONSIN STATE HIGHWAY 83 (COUNTY NN TO WIS 16), WAUKESHA COUNTY, WISCONSIN. AN - 36353380; 10451-030471_0001 AB - PURPOSE: The improvement of approximately 17 miles of Wisconsin Route 83 (WIS 83) from County Route NN at Mukwonago to WIS 16 at Hartland in central Waukesha County, Wisconsin is proposed. WIS 83 is an important north-south arterial highway serving local and regional traffic in the city of Delafield; the towns of Mukwonago, Genesee, Delafield, and Merton; the villages of Mukwonago, North Prairie, Wales, Hartland, and Chehequa; and unincorporated Genesee Depot. The corridor is transitioning to urban/suburban development and traffic is expected to increase by 60 percent or more by 2026. Safety concerns include restricted sight distances at several points, limited passing opportunities, inadequate safety clear zones, and numerous access points that contribute to poor traffic operations. Nearly the entirety of WIS 83 is characterized by crash rates that exceed the statewide average for similar highways. In addition to a No-Build Alternative, build alternatives were developed for seven sections along the study corridor. The preferred alternative would provide for a two- and/or four-lane facility; the preferred alignment will be identified in the final EIS. Interchange and bridge construction/reconstruction would be provided as appropriate. Depending on the design and alignment chosen, costs of the project range from $59.3 million to $68.9 million. POSITIVE IMPACTS: The facility would provide additional transportation capacity within the corridor, supporting anticipated development and regional and county transportation system plans. Safety within the corridor would improve significantly. NEGATIVE IMPACTS: New rights-of-way requirements could result in the displacement of residences and businesses, severance of privately owned parcels, loss of wetlands, and damage or displacement of historic resource sites. Up to three new stream crossings could be required. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 030471, 365 pages and maps, October 9, 2003 PY - 2003 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-03-01-D KW - Bridges KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Safety KW - Streams KW - Transportation KW - Wetlands KW - Wisconsin KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36353380?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WISCONSIN+STATE+HIGHWAY+83+%28COUNTY+NN+TO+WIS+16%29%2C+WAUKESHA+COUNTY%2C+WISCONSIN.&rft.title=WISCONSIN+STATE+HIGHWAY+83+%28COUNTY+NN+TO+WIS+16%29%2C+WAUKESHA+COUNTY%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 9, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GRAND PARKWAY, STATE HIGHWAY 99 SEGMENT F-1, FROM US 290 TO SH 249, HARRIS COUNTY, TEXAS. [Part 1 of 2] T2 - GRAND PARKWAY, STATE HIGHWAY 99 SEGMENT F-1, FROM US 290 TO SH 249, HARRIS COUNTY, TEXAS. AN - 36349598; 10450-030470_0001 AB - PURPOSE: The construction of 12.13 miles of highway as a portion of the Grand Parkway in the northwest quadrant of the third loop highway (State Highway (SH) 99) around the city of Houston in Harris County, Texas is proposed. Once completed, the 170-mile circumferential Grand Parkway would provide access to radial freeways and serve as a third loop around Houston. The conceptual design for this segment (Segment F-1) of the Grand Parkway would provide for a four-mainline, at-grade, controlled access freeway, with a design speed of 70 miles per hour, within a 400-foot right-of-way. Segments E, F-1, F-2, and G are located approximately 25 to 30 miles to the northwest of the city. Together they will combine to provide a continuous 52-mile highway facility. The Segment F-1 study area is bounded by SH 249 on the northeast, US 290/SH 6 on the southwest, Farm-to-Market 1960 on the south, and the Harris /Montgomery County line on the northwest. Four build alternatives are considered in this draft EIS. The recommended alternative would provide for a combination of alignments investigated during the design study. POSITIVE IMPACTS: The freeway would provide improved access to the existing thoroughfare system, reduce area traffic congestion, improve safety, and improve area-wide mobility. Together with the other Grand Parkway segments in the northwest quadrant, the facility would provide access to Interstate 10 (I-10), US 290. SH 249, and I-45, and US 59. NEGATIVE IMPACTS: Development of new rights-of-way would result in the displacement of one business and 11 residences, 587.7 acres of prime farmland, 163 acres of farmland of statewide and local importance, 3.1 acres of riparian forest, and nine acres of surface waterbodies. The freeway would traverse 71.5 acres within floodplain areas and 111.7 acres within floodways. One historic site could be affected, and the highway would traverse 509 acres of high-probability areas for archaeological resources. Traffic-generated noise levels could exceed federal standards in the vicinity of as many as 39 sensitive receptor sites. Freeway structures would mar visual aesthetics in areas that are currently rural. 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.), National Historic Preservation Act of 1966 (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: 030470, Volumes I & II--707 pages and maps, Volume III--392 pages and maps, October 9, 2003 PY - 2003 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-TX-EIS-03-01-D KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Farmlands KW - Forests KW - Highways KW - Highway Structures KW - Historic Sites KW - Historic Sites Surveys KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Texas KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Intermodal Surface Transportation Act of 1991, Funding KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36349598?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GRAND+PARKWAY%2C+STATE+HIGHWAY+99+SEGMENT+F-1%2C+FROM+US+290+TO+SH+249%2C+HARRIS+COUNTY%2C+TEXAS.&rft.title=GRAND+PARKWAY%2C+STATE+HIGHWAY+99+SEGMENT+F-1%2C+FROM+US+290+TO+SH+249%2C+HARRIS+COUNTY%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Austin, Texas; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 9, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ELLIOT BRIDGE NO. 3166 REPLACEMENT, KING COUNTY, WASHINGTON FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF DECEMBER 1995). [Part 1 of 1] T2 - ELLIOT BRIDGE NO. 3166 REPLACEMENT, KING COUNTY, WASHINGTON FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF DECEMBER 1995). AN - 36348924; 10449-030469_0001 AB - PURPOSE: The replacement of the 149th Street crossing of the Cedar River, known as the Elliot Bridge, and the northern and southern approaches to the bridge near Renton in King County, Washington, is proposed. A four-lane bridge across Cedar River would replace the existing substandard two-lane bridge; the existing bridge would be removed because it cannot be reconstructed to meet current design and safety standards. Because of its functionally obsolete design and narrow structure, Elliot Bridge is considered a safety hazard to pedestrians, bicyclists, and motorists attempting to cross it. In the project area, residential development and population growth are expected to increase, and travel patterns will change, significantly increasing traffic volumes by the year 2010. In addition to severe congestion on the bridge, traffic accident rates will rise. The one existing sidewalk on the bridge does not provide adequate separation from vehicular traffic lanes. Four alternatives, including a No Action Alternative, were considered in this final EIS of December 1995. This final supplemental EIS updates the final EIS. An appeal of the Shoreline substantial Development permit halted implementation of the project as originally proposed. The currently preferred alternative would involve construction of a new bridge approximately 1,000 feet east of the existing bridge at river mile 5.5. The bridge would provide two 12-foot travel lanes and one 12-foot left-turn lane, a two-foot shoulder on one side and a 10-foot sidewalk on the other side. The approach roads north and south of the new bridge would be realigned and widened. The roadway section on the new bridge would be continued with curbs and gutters south of the structure, but would flare to four lanes at the Renton-Maple Valley Highway (State Route (SR) 169) intersection to accommodate turning movements to and from SR 169. The new alignment would meet SR 169 at a new intersection at 152nd Avenue SE. North of the new bridge, the roadway section would include two 11-foot travel lanes, one 12-foot left-turn lane, and eight-foot paved shoulders, tapering to two lanes to match the existing width of 154th Place SE at the northern project limit. The new bridge would be an open deck structure. The existing bridge would remain in use during construction of the new structure. Following completion of the new bridge, the existing bridge and unused portions of roadway would be removed. POSITIVE IMPACTS: The proposed replacement bridge and its approaches would provide for increased safety through improved pedestrian and vehicular facilities, featuring increased sight distances. Improvement of the area roadways would reduce congestion, which would in turn reduce vehicle emissions. NEGATIVE IMPACTS: The bridge would cross the river in an area of high density Chinook salmon redds spawning. The complex and poorly understood interaction of substrate, hydrology, stream gradient, and channel morphology with respect to spawning habitat makes it difficult to design and create similar habitat elsewhere. A substantial portion of a 25-acre riparian forest, which provides potential habitat for bald eagles, would be displaced, and two small wetlands would be lost within the floodplain. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft and final EISs, see 92-0329D, Volume 16, Number 4, and 95-0585F, Volume 19, Number 6, respectively. For the abstract of the draft supplemental EIS, see 03-0092D, Volume 27, Number 1. JF - EPA number: 030469, 921 pages and maps, October 9, 2003 PY - 2003 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-92-4-FS KW - Birds KW - Bridges KW - Creeks KW - Demolition KW - Endangered Species (Animals) KW - Fish KW - Floodplains KW - Forests KW - Highway Structures KW - Highways KW - Hydraulic Assessments KW - Vegetation Surveys KW - Wetlands KW - Wildlife Surveys KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36348924?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELLIOT+BRIDGE+NO.+3166+REPLACEMENT%2C+KING+COUNTY%2C+WASHINGTON+FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+DECEMBER+1995%29.&rft.title=ELLIOT+BRIDGE+NO.+3166+REPLACEMENT%2C+KING+COUNTY%2C+WASHINGTON+FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+DECEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 9, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GRAND PARKWAY, STATE HIGHWAY 99 SEGMENT F-1, FROM US 290 TO SH 249, HARRIS COUNTY, TEXAS. [Part 2 of 2] T2 - GRAND PARKWAY, STATE HIGHWAY 99 SEGMENT F-1, FROM US 290 TO SH 249, HARRIS COUNTY, TEXAS. AN - 36348847; 10450-030470_0002 AB - PURPOSE: The construction of 12.13 miles of highway as a portion of the Grand Parkway in the northwest quadrant of the third loop highway (State Highway (SH) 99) around the city of Houston in Harris County, Texas is proposed. Once completed, the 170-mile circumferential Grand Parkway would provide access to radial freeways and serve as a third loop around Houston. The conceptual design for this segment (Segment F-1) of the Grand Parkway would provide for a four-mainline, at-grade, controlled access freeway, with a design speed of 70 miles per hour, within a 400-foot right-of-way. Segments E, F-1, F-2, and G are located approximately 25 to 30 miles to the northwest of the city. Together they will combine to provide a continuous 52-mile highway facility. The Segment F-1 study area is bounded by SH 249 on the northeast, US 290/SH 6 on the southwest, Farm-to-Market 1960 on the south, and the Harris /Montgomery County line on the northwest. Four build alternatives are considered in this draft EIS. The recommended alternative would provide for a combination of alignments investigated during the design study. POSITIVE IMPACTS: The freeway would provide improved access to the existing thoroughfare system, reduce area traffic congestion, improve safety, and improve area-wide mobility. Together with the other Grand Parkway segments in the northwest quadrant, the facility would provide access to Interstate 10 (I-10), US 290. SH 249, and I-45, and US 59. NEGATIVE IMPACTS: Development of new rights-of-way would result in the displacement of one business and 11 residences, 587.7 acres of prime farmland, 163 acres of farmland of statewide and local importance, 3.1 acres of riparian forest, and nine acres of surface waterbodies. The freeway would traverse 71.5 acres within floodplain areas and 111.7 acres within floodways. One historic site could be affected, and the highway would traverse 509 acres of high-probability areas for archaeological resources. Traffic-generated noise levels could exceed federal standards in the vicinity of as many as 39 sensitive receptor sites. Freeway structures would mar visual aesthetics in areas that are currently rural. 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.), National Historic Preservation Act of 1966 (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: 030470, Volumes I & II--707 pages and maps, Volume III--392 pages and maps, October 9, 2003 PY - 2003 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-TX-EIS-03-01-D KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Farmlands KW - Forests KW - Highways KW - Highway Structures KW - Historic Sites KW - Historic Sites Surveys KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Texas KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Intermodal Surface Transportation Act of 1991, Funding KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36348847?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GRAND+PARKWAY%2C+STATE+HIGHWAY+99+SEGMENT+F-1%2C+FROM+US+290+TO+SH+249%2C+HARRIS+COUNTY%2C+TEXAS.&rft.title=GRAND+PARKWAY%2C+STATE+HIGHWAY+99+SEGMENT+F-1%2C+FROM+US+290+TO+SH+249%2C+HARRIS+COUNTY%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Austin, Texas; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 9, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ELLIOT BRIDGE NO. 3166 REPLACEMENT, KING COUNTY, WASHINGTON FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF DECEMBER 1995). AN - 16366318; 10449 AB - PURPOSE: The replacement of the 149th Street crossing of the Cedar River, known as the Elliot Bridge, and the northern and southern approaches to the bridge near Renton in King County, Washington, is proposed. A four-lane bridge across Cedar River would replace the existing substandard two-lane bridge; the existing bridge would be removed because it cannot be reconstructed to meet current design and safety standards. Because of its functionally obsolete design and narrow structure, Elliot Bridge is considered a safety hazard to pedestrians, bicyclists, and motorists attempting to cross it. In the project area, residential development and population growth are expected to increase, and travel patterns will change, significantly increasing traffic volumes by the year 2010. In addition to severe congestion on the bridge, traffic accident rates will rise. The one existing sidewalk on the bridge does not provide adequate separation from vehicular traffic lanes. Four alternatives, including a No Action Alternative, were considered in this final EIS of December 1995. This final supplemental EIS updates the final EIS. An appeal of the Shoreline substantial Development permit halted implementation of the project as originally proposed. The currently preferred alternative would involve construction of a new bridge approximately 1,000 feet east of the existing bridge at river mile 5.5. The bridge would provide two 12-foot travel lanes and one 12-foot left-turn lane, a two-foot shoulder on one side and a 10-foot sidewalk on the other side. The approach roads north and south of the new bridge would be realigned and widened. The roadway section on the new bridge would be continued with curbs and gutters south of the structure, but would flare to four lanes at the Renton-Maple Valley Highway (State Route (SR) 169) intersection to accommodate turning movements to and from SR 169. The new alignment would meet SR 169 at a new intersection at 152nd Avenue SE. North of the new bridge, the roadway section would include two 11-foot travel lanes, one 12-foot left-turn lane, and eight-foot paved shoulders, tapering to two lanes to match the existing width of 154th Place SE at the northern project limit. The new bridge would be an open deck structure. The existing bridge would remain in use during construction of the new structure. Following completion of the new bridge, the existing bridge and unused portions of roadway would be removed. POSITIVE IMPACTS: The proposed replacement bridge and its approaches would provide for increased safety through improved pedestrian and vehicular facilities, featuring increased sight distances. Improvement of the area roadways would reduce congestion, which would in turn reduce vehicle emissions. NEGATIVE IMPACTS: The bridge would cross the river in an area of high density Chinook salmon redds spawning. The complex and poorly understood interaction of substrate, hydrology, stream gradient, and channel morphology with respect to spawning habitat makes it difficult to design and create similar habitat elsewhere. A substantial portion of a 25-acre riparian forest, which provides potential habitat for bald eagles, would be displaced, and two small wetlands would be lost within the floodplain. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft and final EISs, see 92-0329D, Volume 16, Number 4, and 95-0585F, Volume 19, Number 6, respectively. For the abstract of the draft supplemental EIS, see 03-0092D, Volume 27, Number 1. JF - EPA number: 030469, 921 pages and maps, October 9, 2003 PY - 2003 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-92-4-FS KW - Birds KW - Bridges KW - Creeks KW - Demolition KW - Endangered Species (Animals) KW - Fish KW - Floodplains KW - Forests KW - Highway Structures KW - Highways KW - Hydraulic Assessments KW - Vegetation Surveys KW - Wetlands KW - Wildlife Surveys KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16366318?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELLIOT+BRIDGE+NO.+3166+REPLACEMENT%2C+KING+COUNTY%2C+WASHINGTON+FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+DECEMBER+1995%29.&rft.title=ELLIOT+BRIDGE+NO.+3166+REPLACEMENT%2C+KING+COUNTY%2C+WASHINGTON+FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+DECEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 9, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GRAND PARKWAY, STATE HIGHWAY 99 SEGMENT F-1, FROM US 290 TO SH 249, HARRIS COUNTY, TEXAS. AN - 16354569; 10450 AB - PURPOSE: The construction of 12.13 miles of highway as a portion of the Grand Parkway in the northwest quadrant of the third loop highway (State Highway (SH) 99) around the city of Houston in Harris County, Texas is proposed. Once completed, the 170-mile circumferential Grand Parkway would provide access to radial freeways and serve as a third loop around Houston. The conceptual design for this segment (Segment F-1) of the Grand Parkway would provide for a four-mainline, at-grade, controlled access freeway, with a design speed of 70 miles per hour, within a 400-foot right-of-way. Segments E, F-1, F-2, and G are located approximately 25 to 30 miles to the northwest of the city. Together they will combine to provide a continuous 52-mile highway facility. The Segment F-1 study area is bounded by SH 249 on the northeast, US 290/SH 6 on the southwest, Farm-to-Market 1960 on the south, and the Harris /Montgomery County line on the northwest. Four build alternatives are considered in this draft EIS. The recommended alternative would provide for a combination of alignments investigated during the design study. POSITIVE IMPACTS: The freeway would provide improved access to the existing thoroughfare system, reduce area traffic congestion, improve safety, and improve area-wide mobility. Together with the other Grand Parkway segments in the northwest quadrant, the facility would provide access to Interstate 10 (I-10), US 290. SH 249, and I-45, and US 59. NEGATIVE IMPACTS: Development of new rights-of-way would result in the displacement of one business and 11 residences, 587.7 acres of prime farmland, 163 acres of farmland of statewide and local importance, 3.1 acres of riparian forest, and nine acres of surface waterbodies. The freeway would traverse 71.5 acres within floodplain areas and 111.7 acres within floodways. One historic site could be affected, and the highway would traverse 509 acres of high-probability areas for archaeological resources. Traffic-generated noise levels could exceed federal standards in the vicinity of as many as 39 sensitive receptor sites. Freeway structures would mar visual aesthetics in areas that are currently rural. 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.), National Historic Preservation Act of 1966 (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: 030470, Volumes I & II--707 pages and maps, Volume III--392 pages and maps, October 9, 2003 PY - 2003 KW - Roads and Railroads KW - Agency number: FHWA-TX-EIS-03-01-D KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Farmlands KW - Forests KW - Highways KW - Highway Structures KW - Historic Sites KW - Historic Sites Surveys KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Texas KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Intermodal Surface Transportation Act of 1991, Funding KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16354569?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GRAND+PARKWAY%2C+STATE+HIGHWAY+99+SEGMENT+F-1%2C+FROM+US+290+TO+SH+249%2C+HARRIS+COUNTY%2C+TEXAS.&rft.title=GRAND+PARKWAY%2C+STATE+HIGHWAY+99+SEGMENT+F-1%2C+FROM+US+290+TO+SH+249%2C+HARRIS+COUNTY%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Austin, Texas; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 9, 2003 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - WISCONSIN STATE HIGHWAY 83 (COUNTY NN TO WIS 16), WAUKESHA COUNTY, WISCONSIN. AN - 16353657; 10451 AB - PURPOSE: The improvement of approximately 17 miles of Wisconsin Route 83 (WIS 83) from County Route NN at Mukwonago to WIS 16 at Hartland in central Waukesha County, Wisconsin is proposed. WIS 83 is an important north-south arterial highway serving local and regional traffic in the city of Delafield; the towns of Mukwonago, Genesee, Delafield, and Merton; the villages of Mukwonago, North Prairie, Wales, Hartland, and Chehequa; and unincorporated Genesee Depot. The corridor is transitioning to urban/suburban development and traffic is expected to increase by 60 percent or more by 2026. Safety concerns include restricted sight distances at several points, limited passing opportunities, inadequate safety clear zones, and numerous access points that contribute to poor traffic operations. Nearly the entirety of WIS 83 is characterized by crash rates that exceed the statewide average for similar highways. In addition to a No-Build Alternative, build alternatives were developed for seven sections along the study corridor. The preferred alternative would provide for a two- and/or four-lane facility; the preferred alignment will be identified in the final EIS. Interchange and bridge construction/reconstruction would be provided as appropriate. Depending on the design and alignment chosen, costs of the project range from $59.3 million to $68.9 million. POSITIVE IMPACTS: The facility would provide additional transportation capacity within the corridor, supporting anticipated development and regional and county transportation system plans. Safety within the corridor would improve significantly. NEGATIVE IMPACTS: New rights-of-way requirements could result in the displacement of residences and businesses, severance of privately owned parcels, loss of wetlands, and damage or displacement of historic resource sites. Up to three new stream crossings could be required. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 030471, 365 pages and maps, October 9, 2003 PY - 2003 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-03-01-D KW - Bridges KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Safety KW - Streams KW - Transportation KW - Wetlands KW - Wisconsin KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16353657?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WISCONSIN+STATE+HIGHWAY+83+%28COUNTY+NN+TO+WIS+16%29%2C+WAUKESHA+COUNTY%2C+WISCONSIN.&rft.title=WISCONSIN+STATE+HIGHWAY+83+%28COUNTY+NN+TO+WIS+16%29%2C+WAUKESHA+COUNTY%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 9, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - UPPER DESCHUTES RESOURCE MANAGEMENT PLAN, JEFFERSON, KLAMATH, DESCHUTES, AND CROOK COUNTIES, OREGON. AN - 15226456; 10446 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 draft 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 non-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.). JF - EPA number: 030466, Executive Summary--54 pages, Draft EIS--620 pages, Appendices--316 pages, Map Supplement, October 9, 2003 PY - 2003 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 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/15226456?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-09&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 - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 9, 2003 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - CUMBERLAND HEAD CONNECTOR ROAD, TOWN OF PLATTSBURGH, CLINTON COUNTY, NEW YORK. [Part 7 of 7] T2 - CUMBERLAND HEAD CONNECTOR ROAD, TOWN OF PLATTSBURGH, CLINTON COUNTY, NEW YORK. AN - 36386234; 10443-030463_0007 AB - PURPOSE: The reconstruction of 0.7 mile of County Route (CR) 57, known as the Parkway, and construction of 3.3 miles of new two-lane limited access highway connecting the Parkway to the Lake Champlain Ferries Terminal in the town of Plattsburg, Clinton County, New York are proposed. CR 57 is the only road providing access to the peninsula. Citizens of Plattsburg and the residents of Cumberland Head have been anticipating the construction of a connector road for the past 30 years. This desire has been evident in the various land use plans generated by the town and various community action groups. Increased traffic, more frequent use of CR 57 by tractor trailers, and increased numbers of ferry operations have accelerated the need for improvement of the corridor. The portion of the Parkway to be rehabilitated is the northernmost section of the road, extending from its intersection with US 9 to its fork into to two roads and circumnavigates the Cumberland Head peninsula. Beyond this form, the east and west portions of CR 57 (Cumberland Head Road) are known as the perimeter road or loop road. In addition to the road improvements, a multiple-use pathway would be provided adjacent to the new connector to accommodate bicyclists and pedestrians. One rehabilitation alternative and four construction alternatives are considered in this draft EIS. Depending on the alternative selected, the estimated costs of the project range from $54,300 to $6.6 million. POSITIVE IMPACTS: The new road would improve safety within the corridor by providing a more suitable route for ferry traffic and reducing traffic volume and speed on the existing road, which traverses a primarily residential area, The proposed connector road would establish a new link from US 9 and Interstate 87 to the Lake Champlain Ferry terminal and, via the ferry service, ultimately to Vermont. NEGATIVE IMPACTS: The project would displace designated wetlands and traverse 100-year floodplain land. Traffic-generated noise would increase at the northern and southern ends of the proposed roadway corridor. Archaeological sites could be disturbed by construction activities. JF - EPA number: 030463, Draft EIS--475 pages and maps, Technical Appendix---592 pages and maps, Map Supplement, October 7, 2003 PY - 2003 VL - 7 KW - Roads and Railroads KW - Archaeological Sites KW - Air Quality Assessments KW - Ferries KW - Floodplains KW - Health Hazard Analyses KW - Highways KW - Lakes KW - Noise KW - Roads KW - Safety KW - Safety Analyses KW - Trails KW - Traffic Analyses KW - Transportation KW - Visual Resources Surveys KW - Wetlands KW - Lake Champlain KW - New York UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36386234?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHEAST+CORRIDOR+LIGHT+RAIL+TRANSIT+IN+DALLAS+COUNTY%2C+TEXAS.&rft.title=SOUTHEAST+CORRIDOR+LIGHT+RAIL+TRANSIT+IN+DALLAS+COUNTY%2C+TEXAS.&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: October 7, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CUMBERLAND HEAD CONNECTOR ROAD, TOWN OF PLATTSBURGH, CLINTON COUNTY, NEW YORK. [Part 1 of 7] T2 - CUMBERLAND HEAD CONNECTOR ROAD, TOWN OF PLATTSBURGH, CLINTON COUNTY, NEW YORK. AN - 36384057; 10443-030463_0001 AB - PURPOSE: The reconstruction of 0.7 mile of County Route (CR) 57, known as the Parkway, and construction of 3.3 miles of new two-lane limited access highway connecting the Parkway to the Lake Champlain Ferries Terminal in the town of Plattsburg, Clinton County, New York are proposed. CR 57 is the only road providing access to the peninsula. Citizens of Plattsburg and the residents of Cumberland Head have been anticipating the construction of a connector road for the past 30 years. This desire has been evident in the various land use plans generated by the town and various community action groups. Increased traffic, more frequent use of CR 57 by tractor trailers, and increased numbers of ferry operations have accelerated the need for improvement of the corridor. The portion of the Parkway to be rehabilitated is the northernmost section of the road, extending from its intersection with US 9 to its fork into to two roads and circumnavigates the Cumberland Head peninsula. Beyond this form, the east and west portions of CR 57 (Cumberland Head Road) are known as the perimeter road or loop road. In addition to the road improvements, a multiple-use pathway would be provided adjacent to the new connector to accommodate bicyclists and pedestrians. One rehabilitation alternative and four construction alternatives are considered in this draft EIS. Depending on the alternative selected, the estimated costs of the project range from $54,300 to $6.6 million. POSITIVE IMPACTS: The new road would improve safety within the corridor by providing a more suitable route for ferry traffic and reducing traffic volume and speed on the existing road, which traverses a primarily residential area, The proposed connector road would establish a new link from US 9 and Interstate 87 to the Lake Champlain Ferry terminal and, via the ferry service, ultimately to Vermont. NEGATIVE IMPACTS: The project would displace designated wetlands and traverse 100-year floodplain land. Traffic-generated noise would increase at the northern and southern ends of the proposed roadway corridor. Archaeological sites could be disturbed by construction activities. JF - EPA number: 030463, Draft EIS--475 pages and maps, Technical Appendix---592 pages and maps, Map Supplement, October 7, 2003 PY - 2003 VL - 1 KW - Roads and Railroads KW - Archaeological Sites KW - Air Quality Assessments KW - Ferries KW - Floodplains KW - Health Hazard Analyses KW - Highways KW - Lakes KW - Noise KW - Roads KW - Safety KW - Safety Analyses KW - Trails KW - Traffic Analyses KW - Transportation KW - Visual Resources Surveys KW - Wetlands KW - Lake Champlain KW - New York UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36384057?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CUMBERLAND+HEAD+CONNECTOR+ROAD%2C+TOWN+OF+PLATTSBURGH%2C+CLINTON+COUNTY%2C+NEW+YORK.&rft.title=CUMBERLAND+HEAD+CONNECTOR+ROAD%2C+TOWN+OF+PLATTSBURGH%2C+CLINTON+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: October 7, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CUMBERLAND HEAD CONNECTOR ROAD, TOWN OF PLATTSBURGH, CLINTON COUNTY, NEW YORK. [Part 6 of 7] T2 - CUMBERLAND HEAD CONNECTOR ROAD, TOWN OF PLATTSBURGH, CLINTON COUNTY, NEW YORK. AN - 36381353; 10443-030463_0006 AB - PURPOSE: The reconstruction of 0.7 mile of County Route (CR) 57, known as the Parkway, and construction of 3.3 miles of new two-lane limited access highway connecting the Parkway to the Lake Champlain Ferries Terminal in the town of Plattsburg, Clinton County, New York are proposed. CR 57 is the only road providing access to the peninsula. Citizens of Plattsburg and the residents of Cumberland Head have been anticipating the construction of a connector road for the past 30 years. This desire has been evident in the various land use plans generated by the town and various community action groups. Increased traffic, more frequent use of CR 57 by tractor trailers, and increased numbers of ferry operations have accelerated the need for improvement of the corridor. The portion of the Parkway to be rehabilitated is the northernmost section of the road, extending from its intersection with US 9 to its fork into to two roads and circumnavigates the Cumberland Head peninsula. Beyond this form, the east and west portions of CR 57 (Cumberland Head Road) are known as the perimeter road or loop road. In addition to the road improvements, a multiple-use pathway would be provided adjacent to the new connector to accommodate bicyclists and pedestrians. One rehabilitation alternative and four construction alternatives are considered in this draft EIS. Depending on the alternative selected, the estimated costs of the project range from $54,300 to $6.6 million. POSITIVE IMPACTS: The new road would improve safety within the corridor by providing a more suitable route for ferry traffic and reducing traffic volume and speed on the existing road, which traverses a primarily residential area, The proposed connector road would establish a new link from US 9 and Interstate 87 to the Lake Champlain Ferry terminal and, via the ferry service, ultimately to Vermont. NEGATIVE IMPACTS: The project would displace designated wetlands and traverse 100-year floodplain land. Traffic-generated noise would increase at the northern and southern ends of the proposed roadway corridor. Archaeological sites could be disturbed by construction activities. JF - EPA number: 030463, Draft EIS--475 pages and maps, Technical Appendix---592 pages and maps, Map Supplement, October 7, 2003 PY - 2003 VL - 6 KW - Roads and Railroads KW - Archaeological Sites KW - Air Quality Assessments KW - Ferries KW - Floodplains KW - Health Hazard Analyses KW - Highways KW - Lakes KW - Noise KW - Roads KW - Safety KW - Safety Analyses KW - Trails KW - Traffic Analyses KW - Transportation KW - Visual Resources Surveys KW - Wetlands KW - Lake Champlain KW - New York UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36381353?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHEAST+CORRIDOR+LIGHT+RAIL+TRANSIT+IN+DALLAS+COUNTY%2C+TEXAS.&rft.title=SOUTHEAST+CORRIDOR+LIGHT+RAIL+TRANSIT+IN+DALLAS+COUNTY%2C+TEXAS.&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: October 7, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CUMBERLAND HEAD CONNECTOR ROAD, TOWN OF PLATTSBURGH, CLINTON COUNTY, NEW YORK. [Part 2 of 7] T2 - CUMBERLAND HEAD CONNECTOR ROAD, TOWN OF PLATTSBURGH, CLINTON COUNTY, NEW YORK. AN - 36381302; 10443-030463_0002 AB - PURPOSE: The reconstruction of 0.7 mile of County Route (CR) 57, known as the Parkway, and construction of 3.3 miles of new two-lane limited access highway connecting the Parkway to the Lake Champlain Ferries Terminal in the town of Plattsburg, Clinton County, New York are proposed. CR 57 is the only road providing access to the peninsula. Citizens of Plattsburg and the residents of Cumberland Head have been anticipating the construction of a connector road for the past 30 years. This desire has been evident in the various land use plans generated by the town and various community action groups. Increased traffic, more frequent use of CR 57 by tractor trailers, and increased numbers of ferry operations have accelerated the need for improvement of the corridor. The portion of the Parkway to be rehabilitated is the northernmost section of the road, extending from its intersection with US 9 to its fork into to two roads and circumnavigates the Cumberland Head peninsula. Beyond this form, the east and west portions of CR 57 (Cumberland Head Road) are known as the perimeter road or loop road. In addition to the road improvements, a multiple-use pathway would be provided adjacent to the new connector to accommodate bicyclists and pedestrians. One rehabilitation alternative and four construction alternatives are considered in this draft EIS. Depending on the alternative selected, the estimated costs of the project range from $54,300 to $6.6 million. POSITIVE IMPACTS: The new road would improve safety within the corridor by providing a more suitable route for ferry traffic and reducing traffic volume and speed on the existing road, which traverses a primarily residential area, The proposed connector road would establish a new link from US 9 and Interstate 87 to the Lake Champlain Ferry terminal and, via the ferry service, ultimately to Vermont. NEGATIVE IMPACTS: The project would displace designated wetlands and traverse 100-year floodplain land. Traffic-generated noise would increase at the northern and southern ends of the proposed roadway corridor. Archaeological sites could be disturbed by construction activities. JF - EPA number: 030463, Draft EIS--475 pages and maps, Technical Appendix---592 pages and maps, Map Supplement, October 7, 2003 PY - 2003 VL - 2 KW - Roads and Railroads KW - Archaeological Sites KW - Air Quality Assessments KW - Ferries KW - Floodplains KW - Health Hazard Analyses KW - Highways KW - Lakes KW - Noise KW - Roads KW - Safety KW - Safety Analyses KW - Trails KW - Traffic Analyses KW - Transportation KW - Visual Resources Surveys KW - Wetlands KW - Lake Champlain KW - New York UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36381302?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CUMBERLAND+HEAD+CONNECTOR+ROAD%2C+TOWN+OF+PLATTSBURGH%2C+CLINTON+COUNTY%2C+NEW+YORK.&rft.title=CUMBERLAND+HEAD+CONNECTOR+ROAD%2C+TOWN+OF+PLATTSBURGH%2C+CLINTON+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: October 7, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CUMBERLAND HEAD CONNECTOR ROAD, TOWN OF PLATTSBURGH, CLINTON COUNTY, NEW YORK. [Part 4 of 7] T2 - CUMBERLAND HEAD CONNECTOR ROAD, TOWN OF PLATTSBURGH, CLINTON COUNTY, NEW YORK. AN - 36374725; 10443-030463_0004 AB - PURPOSE: The reconstruction of 0.7 mile of County Route (CR) 57, known as the Parkway, and construction of 3.3 miles of new two-lane limited access highway connecting the Parkway to the Lake Champlain Ferries Terminal in the town of Plattsburg, Clinton County, New York are proposed. CR 57 is the only road providing access to the peninsula. Citizens of Plattsburg and the residents of Cumberland Head have been anticipating the construction of a connector road for the past 30 years. This desire has been evident in the various land use plans generated by the town and various community action groups. Increased traffic, more frequent use of CR 57 by tractor trailers, and increased numbers of ferry operations have accelerated the need for improvement of the corridor. The portion of the Parkway to be rehabilitated is the northernmost section of the road, extending from its intersection with US 9 to its fork into to two roads and circumnavigates the Cumberland Head peninsula. Beyond this form, the east and west portions of CR 57 (Cumberland Head Road) are known as the perimeter road or loop road. In addition to the road improvements, a multiple-use pathway would be provided adjacent to the new connector to accommodate bicyclists and pedestrians. One rehabilitation alternative and four construction alternatives are considered in this draft EIS. Depending on the alternative selected, the estimated costs of the project range from $54,300 to $6.6 million. POSITIVE IMPACTS: The new road would improve safety within the corridor by providing a more suitable route for ferry traffic and reducing traffic volume and speed on the existing road, which traverses a primarily residential area, The proposed connector road would establish a new link from US 9 and Interstate 87 to the Lake Champlain Ferry terminal and, via the ferry service, ultimately to Vermont. NEGATIVE IMPACTS: The project would displace designated wetlands and traverse 100-year floodplain land. Traffic-generated noise would increase at the northern and southern ends of the proposed roadway corridor. Archaeological sites could be disturbed by construction activities. JF - EPA number: 030463, Draft EIS--475 pages and maps, Technical Appendix---592 pages and maps, Map Supplement, October 7, 2003 PY - 2003 VL - 4 KW - Roads and Railroads KW - Archaeological Sites KW - Air Quality Assessments KW - Ferries KW - Floodplains KW - Health Hazard Analyses KW - Highways KW - Lakes KW - Noise KW - Roads KW - Safety KW - Safety Analyses KW - Trails KW - Traffic Analyses KW - Transportation KW - Visual Resources Surveys KW - Wetlands KW - Lake Champlain KW - New York UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36374725?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CUMBERLAND+HEAD+CONNECTOR+ROAD%2C+TOWN+OF+PLATTSBURGH%2C+CLINTON+COUNTY%2C+NEW+YORK.&rft.title=CUMBERLAND+HEAD+CONNECTOR+ROAD%2C+TOWN+OF+PLATTSBURGH%2C+CLINTON+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: October 7, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CUMBERLAND HEAD CONNECTOR ROAD, TOWN OF PLATTSBURGH, CLINTON COUNTY, NEW YORK. [Part 3 of 7] T2 - CUMBERLAND HEAD CONNECTOR ROAD, TOWN OF PLATTSBURGH, CLINTON COUNTY, NEW YORK. AN - 36374656; 10443-030463_0003 AB - PURPOSE: The reconstruction of 0.7 mile of County Route (CR) 57, known as the Parkway, and construction of 3.3 miles of new two-lane limited access highway connecting the Parkway to the Lake Champlain Ferries Terminal in the town of Plattsburg, Clinton County, New York are proposed. CR 57 is the only road providing access to the peninsula. Citizens of Plattsburg and the residents of Cumberland Head have been anticipating the construction of a connector road for the past 30 years. This desire has been evident in the various land use plans generated by the town and various community action groups. Increased traffic, more frequent use of CR 57 by tractor trailers, and increased numbers of ferry operations have accelerated the need for improvement of the corridor. The portion of the Parkway to be rehabilitated is the northernmost section of the road, extending from its intersection with US 9 to its fork into to two roads and circumnavigates the Cumberland Head peninsula. Beyond this form, the east and west portions of CR 57 (Cumberland Head Road) are known as the perimeter road or loop road. In addition to the road improvements, a multiple-use pathway would be provided adjacent to the new connector to accommodate bicyclists and pedestrians. One rehabilitation alternative and four construction alternatives are considered in this draft EIS. Depending on the alternative selected, the estimated costs of the project range from $54,300 to $6.6 million. POSITIVE IMPACTS: The new road would improve safety within the corridor by providing a more suitable route for ferry traffic and reducing traffic volume and speed on the existing road, which traverses a primarily residential area, The proposed connector road would establish a new link from US 9 and Interstate 87 to the Lake Champlain Ferry terminal and, via the ferry service, ultimately to Vermont. NEGATIVE IMPACTS: The project would displace designated wetlands and traverse 100-year floodplain land. Traffic-generated noise would increase at the northern and southern ends of the proposed roadway corridor. Archaeological sites could be disturbed by construction activities. JF - EPA number: 030463, Draft EIS--475 pages and maps, Technical Appendix---592 pages and maps, Map Supplement, October 7, 2003 PY - 2003 VL - 3 KW - Roads and Railroads KW - Archaeological Sites KW - Air Quality Assessments KW - Ferries KW - Floodplains KW - Health Hazard Analyses KW - Highways KW - Lakes KW - Noise KW - Roads KW - Safety KW - Safety Analyses KW - Trails KW - Traffic Analyses KW - Transportation KW - Visual Resources Surveys KW - Wetlands KW - Lake Champlain KW - New York UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36374656?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CUMBERLAND+HEAD+CONNECTOR+ROAD%2C+TOWN+OF+PLATTSBURGH%2C+CLINTON+COUNTY%2C+NEW+YORK.&rft.title=CUMBERLAND+HEAD+CONNECTOR+ROAD%2C+TOWN+OF+PLATTSBURGH%2C+CLINTON+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: October 7, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CUMBERLAND HEAD CONNECTOR ROAD, TOWN OF PLATTSBURGH, CLINTON COUNTY, NEW YORK. [Part 5 of 7] T2 - CUMBERLAND HEAD CONNECTOR ROAD, TOWN OF PLATTSBURGH, CLINTON COUNTY, NEW YORK. AN - 36367760; 10443-030463_0005 AB - PURPOSE: The reconstruction of 0.7 mile of County Route (CR) 57, known as the Parkway, and construction of 3.3 miles of new two-lane limited access highway connecting the Parkway to the Lake Champlain Ferries Terminal in the town of Plattsburg, Clinton County, New York are proposed. CR 57 is the only road providing access to the peninsula. Citizens of Plattsburg and the residents of Cumberland Head have been anticipating the construction of a connector road for the past 30 years. This desire has been evident in the various land use plans generated by the town and various community action groups. Increased traffic, more frequent use of CR 57 by tractor trailers, and increased numbers of ferry operations have accelerated the need for improvement of the corridor. The portion of the Parkway to be rehabilitated is the northernmost section of the road, extending from its intersection with US 9 to its fork into to two roads and circumnavigates the Cumberland Head peninsula. Beyond this form, the east and west portions of CR 57 (Cumberland Head Road) are known as the perimeter road or loop road. In addition to the road improvements, a multiple-use pathway would be provided adjacent to the new connector to accommodate bicyclists and pedestrians. One rehabilitation alternative and four construction alternatives are considered in this draft EIS. Depending on the alternative selected, the estimated costs of the project range from $54,300 to $6.6 million. POSITIVE IMPACTS: The new road would improve safety within the corridor by providing a more suitable route for ferry traffic and reducing traffic volume and speed on the existing road, which traverses a primarily residential area, The proposed connector road would establish a new link from US 9 and Interstate 87 to the Lake Champlain Ferry terminal and, via the ferry service, ultimately to Vermont. NEGATIVE IMPACTS: The project would displace designated wetlands and traverse 100-year floodplain land. Traffic-generated noise would increase at the northern and southern ends of the proposed roadway corridor. Archaeological sites could be disturbed by construction activities. JF - EPA number: 030463, Draft EIS--475 pages and maps, Technical Appendix---592 pages and maps, Map Supplement, October 7, 2003 PY - 2003 VL - 5 KW - Roads and Railroads KW - Archaeological Sites KW - Air Quality Assessments KW - Ferries KW - Floodplains KW - Health Hazard Analyses KW - Highways KW - Lakes KW - Noise KW - Roads KW - Safety KW - Safety Analyses KW - Trails KW - Traffic Analyses KW - Transportation KW - Visual Resources Surveys KW - Wetlands KW - Lake Champlain KW - New York UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36367760?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CUMBERLAND+HEAD+CONNECTOR+ROAD%2C+TOWN+OF+PLATTSBURGH%2C+CLINTON+COUNTY%2C+NEW+YORK.&rft.title=CUMBERLAND+HEAD+CONNECTOR+ROAD%2C+TOWN+OF+PLATTSBURGH%2C+CLINTON+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: October 7, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - U.S. 287/26 FROM MORAN JUNCTION TO 12 MILES WEST OF DUBOIS, TETON AND FREEMONT COUNTIES, WYOMING. [Part 2 of 2] T2 - U.S. 287/26 FROM MORAN JUNCTION TO 12 MILES WEST OF DUBOIS, TETON AND FREEMONT COUNTIES, WYOMING. AN - 36356233; 10441-030461_0002 AB - PURPOSE: The improvement of a 37.7-mile section of U.S. 287/26 extending east from near Moran Junction to the eastern Shoshone National Forest boundary in Teton and Freemont counties, Wyoming is proposed. The roadway traverses the Bridger-Teton and Shoshone national forests and Grand Teton National Park, extending from milepost 3.01 to milepost 40.71. The roadway enters the Bridger-Teton National Forest from the west, continues for approximately 0.9 mile through the Grand Teton National Park, and traverses the Shoshone National Forest. Approximately 18 miles of the highway lie within the Bridger-Teton National Forest, and 14 miles of the highway are within the Shoshone National Forest. To both the east and the west of these project limits, U.S. 287/26 has previously been improved. U.S. 287/26 provides the most direct route from central and southeast Wyoming to the Grand Teton National Park. The roadway also serves as the primary connection between the Dubois and Jackson areas and joins roadways that lead to Yellowstone National Park to the north and to southwest Wyoming and eastern Idaho to the south. The roadway provides access to private landholdings within the national forests as well as to public campgrounds, trailheads, picnic and snowmobile areas, and scenic pullouts. U.S. 287/26 also intersects Turpin Meadow Road, Flagstaff Road, and other Forest Service roads, as well as minor access roads and driveways within the study area. Due to the scenic nature of the landscape surrounding the roadway, the facility has been designated as the Wyoming Centennial Scenic Byway. The existing two-lane facility is a winding roadway with little or no shoulders for the majority of its length. The highway is characterized by numerous steep grades and sharp horizontal curves and had no passing lanes. There are relatively few scenic pullouts. The accident rate along the study corridor is unacceptably high. Five alternatives, including a No Action Alternative, are considered in this final EIS. The preferred alternative (Alternative E) would add shoulders, passing and turning lanes, and safe recovery zones as well as improve horizontal and vertical alignments and provide new surfacing. Adjacent landside areas would be repaired. POSITIVE IMPACTS: The highway improvement project would enhance safety along the route, accommodate existing and anticipated traffic demand, correct design deficiencies, and improve visitor experience with respect to adjacent national forest lands. The project would also accommodate recreational parking demand along the corridor. NEGATIVE IMPACTS: The project would result in the disturbance of 275 acres of land, affecting recreational resources. Construction activities would result in the removal of vegetation, soil erosion and sedimentation of receiving surface waters, and displacement of 13.1 acres of wetlands. Noise levels within the corridor would increase as traffic levels increase. The highway would pose a barrier to wildlife movements. Cultural and paleontological resources would be disturbed during construction. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0319D, Volume 26, Number 3. JF - EPA number: 030461, Final EIS--321 pages, Comments and Responses--273 pages, October 7, 2003 PY - 2003 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-WY-EIS-02-01-F KW - Cultural Resources KW - Forests KW - Highways KW - National Parks KW - Paleontological Sites KW - Recreation Facilities KW - Recreation Resources KW - Roads KW - Safety KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Transportation KW - Vegetation KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Bridger-Teton National Forest KW - Grand Teton National Park KW - Shoshone National Forest KW - Wyoming KW - Department of Transportation Act of 1966, Cultural Resources KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36356233?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHEAST+CORRIDOR+LIGHT+RAIL+TRANSIT+IN+DALLAS+COUNTY%2C+TEXAS.&rft.title=SOUTHEAST+CORRIDOR+LIGHT+RAIL+TRANSIT+IN+DALLAS+COUNTY%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Cheyenne, Wyoming; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 7, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - U.S. 287/26 FROM MORAN JUNCTION TO 12 MILES WEST OF DUBOIS, TETON AND FREEMONT COUNTIES, WYOMING. [Part 1 of 2] T2 - U.S. 287/26 FROM MORAN JUNCTION TO 12 MILES WEST OF DUBOIS, TETON AND FREEMONT COUNTIES, WYOMING. AN - 36346403; 10441-030461_0001 AB - PURPOSE: The improvement of a 37.7-mile section of U.S. 287/26 extending east from near Moran Junction to the eastern Shoshone National Forest boundary in Teton and Freemont counties, Wyoming is proposed. The roadway traverses the Bridger-Teton and Shoshone national forests and Grand Teton National Park, extending from milepost 3.01 to milepost 40.71. The roadway enters the Bridger-Teton National Forest from the west, continues for approximately 0.9 mile through the Grand Teton National Park, and traverses the Shoshone National Forest. Approximately 18 miles of the highway lie within the Bridger-Teton National Forest, and 14 miles of the highway are within the Shoshone National Forest. To both the east and the west of these project limits, U.S. 287/26 has previously been improved. U.S. 287/26 provides the most direct route from central and southeast Wyoming to the Grand Teton National Park. The roadway also serves as the primary connection between the Dubois and Jackson areas and joins roadways that lead to Yellowstone National Park to the north and to southwest Wyoming and eastern Idaho to the south. The roadway provides access to private landholdings within the national forests as well as to public campgrounds, trailheads, picnic and snowmobile areas, and scenic pullouts. U.S. 287/26 also intersects Turpin Meadow Road, Flagstaff Road, and other Forest Service roads, as well as minor access roads and driveways within the study area. Due to the scenic nature of the landscape surrounding the roadway, the facility has been designated as the Wyoming Centennial Scenic Byway. The existing two-lane facility is a winding roadway with little or no shoulders for the majority of its length. The highway is characterized by numerous steep grades and sharp horizontal curves and had no passing lanes. There are relatively few scenic pullouts. The accident rate along the study corridor is unacceptably high. Five alternatives, including a No Action Alternative, are considered in this final EIS. The preferred alternative (Alternative E) would add shoulders, passing and turning lanes, and safe recovery zones as well as improve horizontal and vertical alignments and provide new surfacing. Adjacent landside areas would be repaired. POSITIVE IMPACTS: The highway improvement project would enhance safety along the route, accommodate existing and anticipated traffic demand, correct design deficiencies, and improve visitor experience with respect to adjacent national forest lands. The project would also accommodate recreational parking demand along the corridor. NEGATIVE IMPACTS: The project would result in the disturbance of 275 acres of land, affecting recreational resources. Construction activities would result in the removal of vegetation, soil erosion and sedimentation of receiving surface waters, and displacement of 13.1 acres of wetlands. Noise levels within the corridor would increase as traffic levels increase. The highway would pose a barrier to wildlife movements. Cultural and paleontological resources would be disturbed during construction. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0319D, Volume 26, Number 3. JF - EPA number: 030461, Final EIS--321 pages, Comments and Responses--273 pages, October 7, 2003 PY - 2003 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-WY-EIS-02-01-F KW - Cultural Resources KW - Forests KW - Highways KW - National Parks KW - Paleontological Sites KW - Recreation Facilities KW - Recreation Resources KW - Roads KW - Safety KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Transportation KW - Vegetation KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Bridger-Teton National Forest KW - Grand Teton National Park KW - Shoshone National Forest KW - Wyoming KW - Department of Transportation Act of 1966, Cultural Resources KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36346403?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=U.S.+287%2F26+FROM+MORAN+JUNCTION+TO+12+MILES+WEST+OF+DUBOIS%2C+TETON+AND+FREEMONT+COUNTIES%2C+WYOMING.&rft.title=U.S.+287%2F26+FROM+MORAN+JUNCTION+TO+12+MILES+WEST+OF+DUBOIS%2C+TETON+AND+FREEMONT+COUNTIES%2C+WYOMING.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Cheyenne, Wyoming; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 7, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CUMBERLAND HEAD CONNECTOR ROAD, TOWN OF PLATTSBURGH, CLINTON COUNTY, NEW YORK. AN - 16353554; 10443 AB - PURPOSE: The reconstruction of 0.7 mile of County Route (CR) 57, known as the Parkway, and construction of 3.3 miles of new two-lane limited access highway connecting the Parkway to the Lake Champlain Ferries Terminal in the town of Plattsburg, Clinton County, New York are proposed. CR 57 is the only road providing access to the peninsula. Citizens of Plattsburg and the residents of Cumberland Head have been anticipating the construction of a connector road for the past 30 years. This desire has been evident in the various land use plans generated by the town and various community action groups. Increased traffic, more frequent use of CR 57 by tractor trailers, and increased numbers of ferry operations have accelerated the need for improvement of the corridor. The portion of the Parkway to be rehabilitated is the northernmost section of the road, extending from its intersection with US 9 to its fork into to two roads and circumnavigates the Cumberland Head peninsula. Beyond this form, the east and west portions of CR 57 (Cumberland Head Road) are known as the perimeter road or loop road. In addition to the road improvements, a multiple-use pathway would be provided adjacent to the new connector to accommodate bicyclists and pedestrians. One rehabilitation alternative and four construction alternatives are considered in this draft EIS. Depending on the alternative selected, the estimated costs of the project range from $54,300 to $6.6 million. POSITIVE IMPACTS: The new road would improve safety within the corridor by providing a more suitable route for ferry traffic and reducing traffic volume and speed on the existing road, which traverses a primarily residential area, The proposed connector road would establish a new link from US 9 and Interstate 87 to the Lake Champlain Ferry terminal and, via the ferry service, ultimately to Vermont. NEGATIVE IMPACTS: The project would displace designated wetlands and traverse 100-year floodplain land. Traffic-generated noise would increase at the northern and southern ends of the proposed roadway corridor. Archaeological sites could be disturbed by construction activities. JF - EPA number: 030463, Draft EIS--475 pages and maps, Technical Appendix---592 pages and maps, Map Supplement, October 7, 2003 PY - 2003 KW - Roads and Railroads KW - Archaeological Sites KW - Air Quality Assessments KW - Ferries KW - Floodplains KW - Health Hazard Analyses KW - Highways KW - Lakes KW - Noise KW - Roads KW - Safety KW - Safety Analyses KW - Trails KW - Traffic Analyses KW - Transportation KW - Visual Resources Surveys KW - Wetlands KW - Lake Champlain KW - New York UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16353554?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CUMBERLAND+HEAD+CONNECTOR+ROAD%2C+TOWN+OF+PLATTSBURGH%2C+CLINTON+COUNTY%2C+NEW+YORK.&rft.title=CUMBERLAND+HEAD+CONNECTOR+ROAD%2C+TOWN+OF+PLATTSBURGH%2C+CLINTON+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: October 7, 2003 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - A new working stress method for prediction of reinforcement loads in geosynthetic walls AN - 51852578; 2004-038433 AB - Proper estimation of soil reinforcement loads and strains is key to accurate internal stability design of reinforced soil structures. Current design methodologies use limit equilibrium concepts to estimate reinforcement loads for internal stability design of geosynthetic and steel reinforced soil walls. For geosynthetic walls, however, it appears that these methods are excessively conservative based on the performance of geosynthetic walls to date. This paper presents a new method, called the K-stiffness method, that is shown to give more accurate estimates of reinforcement loads, thereby reducing reinforcement quantities and improving the economy of geosynthetic walls. The paper is focused on the new method as it applies to geosynthetic walls constructed with granular (noncohesive, relatively low silt content) backfill soils. A database of 11 full-scale geosynthetic walls was used to develop the new design methodology based on working stress principles. The method considers the stiffness of the various wall components and their influence on reinforcement loads. Results of simple statistical analyses show that the current American Association of State Highway and Transportation Officials (AASHTO) Simplified Method results in an average ratio of measured to predicted loads (bias) of 0.45, with a coefficient of variation (COV) of 91%, whereas the proposed method results in an average bias of 0.99 and a COV of 36%. A principle objective of the method is to design the wall reinforcement so that the soil within the wall backfill is prevented from reaching a state of failure, consistent with the notion of working stress conditions. This concept represents a new approach for internal stability design of geosynthetic-reinforced soil walls because prevention of soil failure as a limit state is considered in addition to the current practice of preventing reinforcement rupture. JF - Canadian Geotechnical Journal = Revue Canadienne de Geotechnique AU - Allen, T M AU - Bathurst, Richard J AU - Holtz, Robert D AU - Walters, D AU - Lee, Wei F Y1 - 2003/10// PY - 2003 DA - October 2003 SP - 976 EP - 994 PB - National Research Council of Canada, Ottawa, ON VL - 40 IS - 5 SN - 0008-3674, 0008-3674 KW - soil mechanics KW - strain KW - strength KW - loading KW - stress KW - statistical analysis KW - reinforced materials KW - algorithms KW - design KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51852578?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Canadian+Geotechnical+Journal+%3D+Revue+Canadienne+de+Geotechnique&rft.atitle=A+new+working+stress+method+for+prediction+of+reinforcement+loads+in+geosynthetic+walls&rft.au=Allen%2C+T+M%3BBathurst%2C+Richard+J%3BHoltz%2C+Robert+D%3BWalters%2C+D%3BLee%2C+Wei+F&rft.aulast=Allen&rft.aufirst=T&rft.date=2003-10-01&rft.volume=40&rft.issue=5&rft.spage=976&rft.isbn=&rft.btitle=&rft.title=Canadian+Geotechnical+Journal+%3D+Revue+Canadienne+de+Geotechnique&rft.issn=00083674&rft_id=info:doi/10.1139%2FT03-051 L2 - http://pubs.nrc-cnrc.gc.ca/rp-ps/journalDetail.jsp?jcode=cgj&lang=eng LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2004-01-01 N1 - Number of references - 53 N1 - PubXState - ON N1 - Document feature - illus. incl. 2 tables N1 - Last updated - 2012-06-07 N1 - CODEN - CGJOAH N1 - SubjectsTermNotLitGenreText - algorithms; design; loading; reinforced materials; soil mechanics; statistical analysis; strain; strength; stress DO - http://dx.doi.org/10.1139/T03-051 ER - TY - RPRT T1 - DOWNTOWN AMENDMENT TO THE SOUTH CORRIDOR PROJECT, CLACKAMAS AND MULNOMAH COUNTIES, OREGON, AND CLARK COUNTY, WASHINGTON (FINAL SUPPLEMENT TO THE FEBRUARY 1998 FINAL ENVIRONMENTAL STATEMENT ON THE NORTH/SOUTH CORRIDOR PROJECT). AN - 36433175; 10435 AB - PURPOSE: The implementation of transit improvements in the metropolitan area of Portland, Oregon and Vancouver, Washington is proposed in this final supplement to the February 1998 final EIS on proposed improvements in the north/south transportation corridor, which includes the cities of Oregon City, Gladstone, and Milwaukie; 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. This final supplemental EIS addresses 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 this 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. Estimated capital costs of the light rail alternative are $83.6 million or $125.5 million, depending on the terminus selected. Annual systemwide operation and maintenance costs are estimated at $293 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 1,600 to 2,400 short-term jobs. NEGATIVE IMPACTS: The rights-of-way requirements would displace one business and areas associated with three parks. A variety of new visual elements related to the transit system would be introduced into the cityscape. Under one terminus alternative, noise generated by system operations would affect 12 sensitive sites, and vibration impacts would be experienced at one site. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft EIS and the draft supplement, see 98-0040D, Volume 22, Number 1 and 03-0207D, Volume 27, Number 2, respectively. JF - EPA number: 030446, 261 pages, September 26, 2003 PY - 2003 KW - Roads and Railroads KW - Air Quality KW - Employment KW - Noise Standards Violations KW - Parks KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Transportation KW - Visual Resources KW - Wildlife Habitat KW - Oregon KW - Washington KW - Department of Transportation Act of 1966, Parks KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36433175?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-09-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DOWNTOWN+AMENDMENT+TO+THE+SOUTH+CORRIDOR+PROJECT%2C+CLACKAMAS+AND+MULNOMAH+COUNTIES%2C+OREGON%2C+AND+CLARK+COUNTY%2C+WASHINGTON+%28FINAL+SUPPLEMENT+TO+THE+FEBRUARY+1998+FINAL+ENVIRONMENTAL+STATEMENT+ON+THE+NORTH%2FSOUTH+CORRIDOR+PROJECT%29.&rft.title=DOWNTOWN+AMENDMENT+TO+THE+SOUTH+CORRIDOR+PROJECT%2C+CLACKAMAS+AND+MULNOMAH+COUNTIES%2C+OREGON%2C+AND+CLARK+COUNTY%2C+WASHINGTON+%28FINAL+SUPPLEMENT+TO+THE+FEBRUARY+1998+FINAL+ENVIRONMENTAL+STATEMENT+ON+THE+NORTH%2FSOUTH+CORRIDOR+PROJECT%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Seattle, Washington; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: September 26, 2003 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - DOWNTOWN AMENDMENT TO THE SOUTH CORRIDOR PROJECT, CLACKAMAS AND MULNOMAH COUNTIES, OREGON, AND CLARK COUNTY, WASHINGTON (FINAL SUPPLEMENT TO THE FEBRUARY 1998 FINAL ENVIRONMENTAL STATEMENT ON THE NORTH/SOUTH CORRIDOR PROJECT). [Part 1 of 1] T2 - DOWNTOWN AMENDMENT TO THE SOUTH CORRIDOR PROJECT, CLACKAMAS AND MULNOMAH COUNTIES, OREGON, AND CLARK COUNTY, WASHINGTON (FINAL SUPPLEMENT TO THE FEBRUARY 1998 FINAL ENVIRONMENTAL STATEMENT ON THE NORTH/SOUTH CORRIDOR PROJECT). AN - 36353719; 10435-030446_0001 AB - PURPOSE: The implementation of transit improvements in the metropolitan area of Portland, Oregon and Vancouver, Washington is proposed in this final supplement to the February 1998 final EIS on proposed improvements in the north/south transportation corridor, which includes the cities of Oregon City, Gladstone, and Milwaukie; 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. This final supplemental EIS addresses 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 this 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. Estimated capital costs of the light rail alternative are $83.6 million or $125.5 million, depending on the terminus selected. Annual systemwide operation and maintenance costs are estimated at $293 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 1,600 to 2,400 short-term jobs. NEGATIVE IMPACTS: The rights-of-way requirements would displace one business and areas associated with three parks. A variety of new visual elements related to the transit system would be introduced into the cityscape. Under one terminus alternative, noise generated by system operations would affect 12 sensitive sites, and vibration impacts would be experienced at one site. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft EIS and the draft supplement, see 98-0040D, Volume 22, Number 1 and 03-0207D, Volume 27, Number 2, respectively. JF - EPA number: 030446, 261 pages, September 26, 2003 PY - 2003 VL - 1 KW - Roads and Railroads KW - Air Quality KW - Employment KW - Noise Standards Violations KW - Parks KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Transportation KW - Visual Resources KW - Wildlife Habitat KW - Oregon KW - Washington KW - Department of Transportation Act of 1966, Parks KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36353719?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-09-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHEAST+CORRIDOR+LIGHT+RAIL+TRANSIT+IN+DALLAS+COUNTY%2C+TEXAS.&rft.title=SOUTHEAST+CORRIDOR+LIGHT+RAIL+TRANSIT+IN+DALLAS+COUNTY%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Seattle, Washington; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: September 26, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WESTERN RIVERSIDE COUNTY MULTIPLE SPECIES HABITAT CONSERVATION PLAN, CALIFORNIA. [Part 1 of 3] T2 - WESTERN RIVERSIDE COUNTY MULTIPLE SPECIES HABITAT CONSERVATION PLAN, CALIFORNIA. AN - 36353335; 10436-030447_0001 AB - PURPOSE: The implementation of a multiple specific habitat conservation plan (MSHCP) within 1,966 square miles of western Riverside County, California is proposed. The area encompasses 842,500 acres of unincorporated county land west of the rest of the San Jacinto Mountains as well as 372,700 acres within the jurisdictional areas of municipal areas. The area's population is expected to double within the next 20 years. This is expected to place extreme stress on wildlife habitat unless significant actions are taken to protect these resources. The MSHCP would provide for the creation of a conservation area to protect and manage 500,000 acres of habitat for 146 species covered by the plan. The 500,000 acres encompasses 347,000 acres of public and quasi-public lands and approximately 153,000 acres of additional reserve lands. Of the 153,00 acres of additional reserve lands, local permittees would be responsible for contributing approximately 97,000 privately owned acres and the state and federal governments would be responsible for contributing 56,000 acres. As part of the local mitigation component, 41,000 of the 97,000 acres conserved would accrue through the implementation of developer incentives and onsite set asides accomplished the development review process. The precise boundaries of the proposed 153,000-acre reserve are not specifically identified in the MSHCP. Rather, the proposed reserve would be assembled pursuant to written criteria that describe a possible design for the 153,000-acre reserve to be established within a larger area, known as the "Criteria Area." The conservation of 153,000 acres would occur over the first 25 years of the program and, when completed, would be in a configuration to include the vegetation communities that provide for the conservation of the covered species. Covered species activities would include, but would not be limited to, public and private development that requires a discretionary action by a permittee subject to consistency with MSHCP policies, maintenance of and safety improvements on existing roads, the circulation elements of permittees, maintenance and construction of flood control facilities, single-family homes on existing legal parcels within the Criteria Area, up to 10,000 new acres of agricultural activity within the criteria area, and compatible uses in the. The MSHCP would make provision for the inclusion of special districts and other non-permittee entities in the permit with a certificate of inclusion. In addition to the proposed action, four alternatives, including a No Action Alternative, are considered in this final EIS. POSITIVE IMPACTS: The MSHCP would offset damage to wildlife habitat due to the development of thousands of acres of undeveloped land within the western portion of the county. A sustainable reserve system would be created to provide viable habitat for the species of concern and other species. The plan would allow responsible, economically viable development of lands outside the reserve areas. NEGATIVE IMPACTS: Plan actions would result in a significant loss of sensitive upland habitat, including chaparral, coastal sage scrub, desert scrub, grassland, and Riverside and alluvial fan sage scrub habitat. Wildlife species not covered by the MSHCP would suffer significant habitat losses. The plan would conflict with existing agricultural designations for land within the planning area. Existing population and housing projections would be substantially exceeded. LEGAL MANDATES: Endangered Species Act of 1973, as amended (16 U.S.C. 1531 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0068D, Volume 27, Number 1. JF - EPA number: 030447, Final EIS--1,471 pages and maps, Responses to Comments (Part 1)--1,677 pages, Responses to Comments (Part 1)--1,752 pages, September 26, 2003 PY - 2003 VL - 1 KW - Parks, Refuges and Forests KW - Agency number: FES 03-40 KW - Conservation KW - Desert Land KW - Easements KW - Farmlands KW - Fish KW - Flood Control KW - Preserves KW - Roads KW - Safety KW - Urban Development KW - Vegetation KW - Wildlife Habitat KW - Wildlife Management KW - California KW - Endangered Species Act of 1973, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36353335?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-09-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WESTERN+RIVERSIDE+COUNTY+MULTIPLE+SPECIES+HABITAT+CONSERVATION+PLAN%2C+CALIFORNIA.&rft.title=WESTERN+RIVERSIDE+COUNTY+MULTIPLE+SPECIES+HABITAT+CONSERVATION+PLAN%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, Fish and Wildlife Service, Carlsbad, California; DOI N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: September 26, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WESTERN RIVERSIDE COUNTY MULTIPLE SPECIES HABITAT CONSERVATION PLAN, CALIFORNIA. [Part 2 of 3] T2 - WESTERN RIVERSIDE COUNTY MULTIPLE SPECIES HABITAT CONSERVATION PLAN, CALIFORNIA. AN - 36347236; 10436-030447_0002 AB - PURPOSE: The implementation of a multiple specific habitat conservation plan (MSHCP) within 1,966 square miles of western Riverside County, California is proposed. The area encompasses 842,500 acres of unincorporated county land west of the rest of the San Jacinto Mountains as well as 372,700 acres within the jurisdictional areas of municipal areas. The area's population is expected to double within the next 20 years. This is expected to place extreme stress on wildlife habitat unless significant actions are taken to protect these resources. The MSHCP would provide for the creation of a conservation area to protect and manage 500,000 acres of habitat for 146 species covered by the plan. The 500,000 acres encompasses 347,000 acres of public and quasi-public lands and approximately 153,000 acres of additional reserve lands. Of the 153,00 acres of additional reserve lands, local permittees would be responsible for contributing approximately 97,000 privately owned acres and the state and federal governments would be responsible for contributing 56,000 acres. As part of the local mitigation component, 41,000 of the 97,000 acres conserved would accrue through the implementation of developer incentives and onsite set asides accomplished the development review process. The precise boundaries of the proposed 153,000-acre reserve are not specifically identified in the MSHCP. Rather, the proposed reserve would be assembled pursuant to written criteria that describe a possible design for the 153,000-acre reserve to be established within a larger area, known as the "Criteria Area." The conservation of 153,000 acres would occur over the first 25 years of the program and, when completed, would be in a configuration to include the vegetation communities that provide for the conservation of the covered species. Covered species activities would include, but would not be limited to, public and private development that requires a discretionary action by a permittee subject to consistency with MSHCP policies, maintenance of and safety improvements on existing roads, the circulation elements of permittees, maintenance and construction of flood control facilities, single-family homes on existing legal parcels within the Criteria Area, up to 10,000 new acres of agricultural activity within the criteria area, and compatible uses in the. The MSHCP would make provision for the inclusion of special districts and other non-permittee entities in the permit with a certificate of inclusion. In addition to the proposed action, four alternatives, including a No Action Alternative, are considered in this final EIS. POSITIVE IMPACTS: The MSHCP would offset damage to wildlife habitat due to the development of thousands of acres of undeveloped land within the western portion of the county. A sustainable reserve system would be created to provide viable habitat for the species of concern and other species. The plan would allow responsible, economically viable development of lands outside the reserve areas. NEGATIVE IMPACTS: Plan actions would result in a significant loss of sensitive upland habitat, including chaparral, coastal sage scrub, desert scrub, grassland, and Riverside and alluvial fan sage scrub habitat. Wildlife species not covered by the MSHCP would suffer significant habitat losses. The plan would conflict with existing agricultural designations for land within the planning area. Existing population and housing projections would be substantially exceeded. LEGAL MANDATES: Endangered Species Act of 1973, as amended (16 U.S.C. 1531 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0068D, Volume 27, Number 1. JF - EPA number: 030447, Final EIS--1,471 pages and maps, Responses to Comments (Part 1)--1,677 pages, Responses to Comments (Part 1)--1,752 pages, September 26, 2003 PY - 2003 VL - 2 KW - Parks, Refuges and Forests KW - Agency number: FES 03-40 KW - Conservation KW - Desert Land KW - Easements KW - Farmlands KW - Fish KW - Flood Control KW - Preserves KW - Roads KW - Safety KW - Urban Development KW - Vegetation KW - Wildlife Habitat KW - Wildlife Management KW - California KW - Endangered Species Act of 1973, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36347236?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-09-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WESTERN+RIVERSIDE+COUNTY+MULTIPLE+SPECIES+HABITAT+CONSERVATION+PLAN%2C+CALIFORNIA.&rft.title=WESTERN+RIVERSIDE+COUNTY+MULTIPLE+SPECIES+HABITAT+CONSERVATION+PLAN%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, Fish and Wildlife Service, Carlsbad, California; DOI N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: September 26, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INDIAN STREET RIDGE PD&E STUDY: NEW BRIDGE CROSSING OF THE SOUTH FORK OF THE ST. LUCIE RIVER, COUNTY ROAD 714 (MARTIN HIGHWAY)/SW 36TH STREET/INDIAN STREET, FROM FLORIDA'S TURNPIKE TO EAST OF WILLOUGHBY BOULEVARD, MARTIN COUNTY, FLORIDA. [Part 1 of 1] T2 - INDIAN STREET RIDGE PD&E STUDY: NEW BRIDGE CROSSING OF THE SOUTH FORK OF THE ST. LUCIE RIVER, COUNTY ROAD 714 (MARTIN HIGHWAY)/SW 36TH STREET/INDIAN STREET, FROM FLORIDA'S TURNPIKE TO EAST OF WILLOUGHBY BOULEVARD, MARTIN COUNTY, FLORIDA. AN - 36346325; 10437-030448_0001 AB - PURPOSE: The construction of a new bridge crossing of the South Fork of the St. Lucie River from Florida's Turnpike to east of Willoughby Boulevard in Martin County, Florida is proposed. The study area is bordered by the Turnpike to the west, Federal Highway (State Route (SR) 5/US 1) to the east, the Interstate 95 (I-95) crossing of the St. Lucie Canal to the south, and the Martin/St/Lucie County line to the north. The project would extend along SR 714/Martin Highway and Southwest 36th Street, providing a new bridge over the South Fork and connecting with Indian Street. In April 1998, a feasibility study was completed addressing the improvement of SR 714 and the Palm City Bridge from four lanes to either six or eight lanes between Florida's Turnpike and Federal Highway. The study determined that it is not feasible to widen the existing SR 714 corridor and the Palm City Bridge. The report recommended that additional corridors be evaluated to provide the needed capacity between Palm City and Stuart, which would require a crossing of the only major tributary of the St. Lucie River. a report on new bridge crossing possibilities was completed in March 2001. Seven corridor alternatives and a No-Build Alternative are considered in this draft EIS. In addition, a two-lane and a four-lane cross-section are evaluated for each corridor. Combinations of two two-lane corridors are evaluated to achieve the needed four lanes. Finally, the corridor is broken down into four segments, and two or three final alternatives are presented for each segment. The combination of final alternatives would provide for a four-lane facility from the Turnpike to Kanner Highway and a four- or six-lane facility from Kanner Highway to Willoughby Boulevard. Depending on the combination of alternatives selected, estimated cost of the project ranges from $101 million to $141 million. POSITIVE IMPACTS: The project would provide an additional crossing of the St. Lucie River in a highly developed area of Martin County, complementing other transportation network developments in the area. The current bottlenecks at existing crossings would be relieved area growth would be accommodated. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of numerous residential and commercial structures as well as sites providing public services. Five public recreation sites would be affected. Up to three acres of wetland would be displaced, and a portion of the highway would lie within floodplain land. Traffic generated noise levels would exceed federal standards at numerous locations along the roadway corridor. Construction activities would encounter seven hazardous materials sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 030448, 507 pages, September 26, 2003 PY - 2003 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-FL-EIS-03-02-D KW - Bridges KW - Floodplains KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Noise Assessments KW - Noise Standards Violations KW - Recreation Facilities KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Wetlands KW - Florida KW - Department of Transportation Act of 1966, Recreation Resources KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36346325?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-09-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INDIAN+STREET+RIDGE+PD%26E+STUDY%3A+NEW+BRIDGE+CROSSING+OF+THE+SOUTH+FORK+OF+THE+ST.+LUCIE+RIVER%2C+COUNTY+ROAD+714+%28MARTIN+HIGHWAY%29%2FSW+36TH+STREET%2FINDIAN+STREET%2C+FROM+FLORIDA%27S+TURNPIKE+TO+EAST+OF+WILLOUGHBY+BOULEVARD%2C+MARTIN+COUNTY%2C+FLORIDA.&rft.title=INDIAN+STREET+RIDGE+PD%26E+STUDY%3A+NEW+BRIDGE+CROSSING+OF+THE+SOUTH+FORK+OF+THE+ST.+LUCIE+RIVER%2C+COUNTY+ROAD+714+%28MARTIN+HIGHWAY%29%2FSW+36TH+STREET%2FINDIAN+STREET%2C+FROM+FLORIDA%27S+TURNPIKE+TO+EAST+OF+WILLOUGHBY+BOULEVARD%2C+MARTIN+COUNTY%2C+FLORIDA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Tallahassee, Florida; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: September 26, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WESTERN RIVERSIDE COUNTY MULTIPLE SPECIES HABITAT CONSERVATION PLAN, CALIFORNIA. [Part 3 of 3] T2 - WESTERN RIVERSIDE COUNTY MULTIPLE SPECIES HABITAT CONSERVATION PLAN, CALIFORNIA. AN - 36345961; 10436-030447_0003 AB - PURPOSE: The implementation of a multiple specific habitat conservation plan (MSHCP) within 1,966 square miles of western Riverside County, California is proposed. The area encompasses 842,500 acres of unincorporated county land west of the rest of the San Jacinto Mountains as well as 372,700 acres within the jurisdictional areas of municipal areas. The area's population is expected to double within the next 20 years. This is expected to place extreme stress on wildlife habitat unless significant actions are taken to protect these resources. The MSHCP would provide for the creation of a conservation area to protect and manage 500,000 acres of habitat for 146 species covered by the plan. The 500,000 acres encompasses 347,000 acres of public and quasi-public lands and approximately 153,000 acres of additional reserve lands. Of the 153,00 acres of additional reserve lands, local permittees would be responsible for contributing approximately 97,000 privately owned acres and the state and federal governments would be responsible for contributing 56,000 acres. As part of the local mitigation component, 41,000 of the 97,000 acres conserved would accrue through the implementation of developer incentives and onsite set asides accomplished the development review process. The precise boundaries of the proposed 153,000-acre reserve are not specifically identified in the MSHCP. Rather, the proposed reserve would be assembled pursuant to written criteria that describe a possible design for the 153,000-acre reserve to be established within a larger area, known as the "Criteria Area." The conservation of 153,000 acres would occur over the first 25 years of the program and, when completed, would be in a configuration to include the vegetation communities that provide for the conservation of the covered species. Covered species activities would include, but would not be limited to, public and private development that requires a discretionary action by a permittee subject to consistency with MSHCP policies, maintenance of and safety improvements on existing roads, the circulation elements of permittees, maintenance and construction of flood control facilities, single-family homes on existing legal parcels within the Criteria Area, up to 10,000 new acres of agricultural activity within the criteria area, and compatible uses in the. The MSHCP would make provision for the inclusion of special districts and other non-permittee entities in the permit with a certificate of inclusion. In addition to the proposed action, four alternatives, including a No Action Alternative, are considered in this final EIS. POSITIVE IMPACTS: The MSHCP would offset damage to wildlife habitat due to the development of thousands of acres of undeveloped land within the western portion of the county. A sustainable reserve system would be created to provide viable habitat for the species of concern and other species. The plan would allow responsible, economically viable development of lands outside the reserve areas. NEGATIVE IMPACTS: Plan actions would result in a significant loss of sensitive upland habitat, including chaparral, coastal sage scrub, desert scrub, grassland, and Riverside and alluvial fan sage scrub habitat. Wildlife species not covered by the MSHCP would suffer significant habitat losses. The plan would conflict with existing agricultural designations for land within the planning area. Existing population and housing projections would be substantially exceeded. LEGAL MANDATES: Endangered Species Act of 1973, as amended (16 U.S.C. 1531 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0068D, Volume 27, Number 1. JF - EPA number: 030447, Final EIS--1,471 pages and maps, Responses to Comments (Part 1)--1,677 pages, Responses to Comments (Part 1)--1,752 pages, September 26, 2003 PY - 2003 VL - 3 KW - Parks, Refuges and Forests KW - Agency number: FES 03-40 KW - Conservation KW - Desert Land KW - Easements KW - Farmlands KW - Fish KW - Flood Control KW - Preserves KW - Roads KW - Safety KW - Urban Development KW - Vegetation KW - Wildlife Habitat KW - Wildlife Management KW - California KW - Endangered Species Act of 1973, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36345961?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-09-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WESTERN+RIVERSIDE+COUNTY+MULTIPLE+SPECIES+HABITAT+CONSERVATION+PLAN%2C+CALIFORNIA.&rft.title=WESTERN+RIVERSIDE+COUNTY+MULTIPLE+SPECIES+HABITAT+CONSERVATION+PLAN%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, Fish and Wildlife Service, Carlsbad, California; DOI N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: September 26, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WESTERN RIVERSIDE COUNTY MULTIPLE SPECIES HABITAT CONSERVATION PLAN, CALIFORNIA. AN - 16366502; 10436 AB - PURPOSE: The implementation of a multiple specific habitat conservation plan (MSHCP) within 1,966 square miles of western Riverside County, California is proposed. The area encompasses 842,500 acres of unincorporated county land west of the rest of the San Jacinto Mountains as well as 372,700 acres within the jurisdictional areas of municipal areas. The area's population is expected to double within the next 20 years. This is expected to place extreme stress on wildlife habitat unless significant actions are taken to protect these resources. The MSHCP would provide for the creation of a conservation area to protect and manage 500,000 acres of habitat for 146 species covered by the plan. The 500,000 acres encompasses 347,000 acres of public and quasi-public lands and approximately 153,000 acres of additional reserve lands. Of the 153,00 acres of additional reserve lands, local permittees would be responsible for contributing approximately 97,000 privately owned acres and the state and federal governments would be responsible for contributing 56,000 acres. As part of the local mitigation component, 41,000 of the 97,000 acres conserved would accrue through the implementation of developer incentives and onsite set asides accomplished the development review process. The precise boundaries of the proposed 153,000-acre reserve are not specifically identified in the MSHCP. Rather, the proposed reserve would be assembled pursuant to written criteria that describe a possible design for the 153,000-acre reserve to be established within a larger area, known as the "Criteria Area." The conservation of 153,000 acres would occur over the first 25 years of the program and, when completed, would be in a configuration to include the vegetation communities that provide for the conservation of the covered species. Covered species activities would include, but would not be limited to, public and private development that requires a discretionary action by a permittee subject to consistency with MSHCP policies, maintenance of and safety improvements on existing roads, the circulation elements of permittees, maintenance and construction of flood control facilities, single-family homes on existing legal parcels within the Criteria Area, up to 10,000 new acres of agricultural activity within the criteria area, and compatible uses in the. The MSHCP would make provision for the inclusion of special districts and other non-permittee entities in the permit with a certificate of inclusion. In addition to the proposed action, four alternatives, including a No Action Alternative, are considered in this final EIS. POSITIVE IMPACTS: The MSHCP would offset damage to wildlife habitat due to the development of thousands of acres of undeveloped land within the western portion of the county. A sustainable reserve system would be created to provide viable habitat for the species of concern and other species. The plan would allow responsible, economically viable development of lands outside the reserve areas. NEGATIVE IMPACTS: Plan actions would result in a significant loss of sensitive upland habitat, including chaparral, coastal sage scrub, desert scrub, grassland, and Riverside and alluvial fan sage scrub habitat. Wildlife species not covered by the MSHCP would suffer significant habitat losses. The plan would conflict with existing agricultural designations for land within the planning area. Existing population and housing projections would be substantially exceeded. LEGAL MANDATES: Endangered Species Act of 1973, as amended (16 U.S.C. 1531 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0068D, Volume 27, Number 1. JF - EPA number: 030447, Final EIS--1,471 pages and maps, Responses to Comments (Part 1)--1,677 pages, Responses to Comments (Part 1)--1,752 pages, September 26, 2003 PY - 2003 KW - Parks, Refuges and Forests KW - Agency number: FES 03-40 KW - Conservation KW - Desert Land KW - Easements KW - Farmlands KW - Fish KW - Flood Control KW - Preserves KW - Roads KW - Safety KW - Urban Development KW - Vegetation KW - Wildlife Habitat KW - Wildlife Management KW - California KW - Endangered Species Act of 1973, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16366502?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHEAST+CORRIDOR+LIGHT+RAIL+TRANSIT+IN+DALLAS+COUNTY%2C+TEXAS.&rft.title=SOUTHEAST+CORRIDOR+LIGHT+RAIL+TRANSIT+IN+DALLAS+COUNTY%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, Fish and Wildlife Service, Carlsbad, California; DOI N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: September 26, 2003 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - INDIAN STREET RIDGE PD&E STUDY: NEW BRIDGE CROSSING OF THE SOUTH FORK OF THE ST. LUCIE RIVER, COUNTY ROAD 714 (MARTIN HIGHWAY)/SW 36TH STREET/INDIAN STREET, FROM FLORIDA'S TURNPIKE TO EAST OF WILLOUGHBY BOULEVARD, MARTIN COUNTY, FLORIDA. AN - 16364737; 10437 AB - PURPOSE: The construction of a new bridge crossing of the South Fork of the St. Lucie River from Florida's Turnpike to east of Willoughby Boulevard in Martin County, Florida is proposed. The study area is bordered by the Turnpike to the west, Federal Highway (State Route (SR) 5/US 1) to the east, the Interstate 95 (I-95) crossing of the St. Lucie Canal to the south, and the Martin/St/Lucie County line to the north. The project would extend along SR 714/Martin Highway and Southwest 36th Street, providing a new bridge over the South Fork and connecting with Indian Street. In April 1998, a feasibility study was completed addressing the improvement of SR 714 and the Palm City Bridge from four lanes to either six or eight lanes between Florida's Turnpike and Federal Highway. The study determined that it is not feasible to widen the existing SR 714 corridor and the Palm City Bridge. The report recommended that additional corridors be evaluated to provide the needed capacity between Palm City and Stuart, which would require a crossing of the only major tributary of the St. Lucie River. a report on new bridge crossing possibilities was completed in March 2001. Seven corridor alternatives and a No-Build Alternative are considered in this draft EIS. In addition, a two-lane and a four-lane cross-section are evaluated for each corridor. Combinations of two two-lane corridors are evaluated to achieve the needed four lanes. Finally, the corridor is broken down into four segments, and two or three final alternatives are presented for each segment. The combination of final alternatives would provide for a four-lane facility from the Turnpike to Kanner Highway and a four- or six-lane facility from Kanner Highway to Willoughby Boulevard. Depending on the combination of alternatives selected, estimated cost of the project ranges from $101 million to $141 million. POSITIVE IMPACTS: The project would provide an additional crossing of the St. Lucie River in a highly developed area of Martin County, complementing other transportation network developments in the area. The current bottlenecks at existing crossings would be relieved area growth would be accommodated. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of numerous residential and commercial structures as well as sites providing public services. Five public recreation sites would be affected. Up to three acres of wetland would be displaced, and a portion of the highway would lie within floodplain land. Traffic generated noise levels would exceed federal standards at numerous locations along the roadway corridor. Construction activities would encounter seven hazardous materials sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 030448, 507 pages, September 26, 2003 PY - 2003 KW - Roads and Railroads KW - Agency number: FHWA-FL-EIS-03-02-D KW - Bridges KW - Floodplains KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Noise Assessments KW - Noise Standards Violations KW - Recreation Facilities KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Wetlands KW - Florida KW - Department of Transportation Act of 1966, Recreation Resources KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16364737?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-09-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INDIAN+STREET+RIDGE+PD%26E+STUDY%3A+NEW+BRIDGE+CROSSING+OF+THE+SOUTH+FORK+OF+THE+ST.+LUCIE+RIVER%2C+COUNTY+ROAD+714+%28MARTIN+HIGHWAY%29%2FSW+36TH+STREET%2FINDIAN+STREET%2C+FROM+FLORIDA%27S+TURNPIKE+TO+EAST+OF+WILLOUGHBY+BOULEVARD%2C+MARTIN+COUNTY%2C+FLORIDA.&rft.title=INDIAN+STREET+RIDGE+PD%26E+STUDY%3A+NEW+BRIDGE+CROSSING+OF+THE+SOUTH+FORK+OF+THE+ST.+LUCIE+RIVER%2C+COUNTY+ROAD+714+%28MARTIN+HIGHWAY%29%2FSW+36TH+STREET%2FINDIAN+STREET%2C+FROM+FLORIDA%27S+TURNPIKE+TO+EAST+OF+WILLOUGHBY+BOULEVARD%2C+MARTIN+COUNTY%2C+FLORIDA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Tallahassee, Florida; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: September 26, 2003 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - CROSS-BASE HIGHWAY (STATE ROUTE 704), PIERCE COUNTY, WASHINGTON. [Part 3 of 3] T2 - CROSS-BASE HIGHWAY (STATE ROUTE 704), PIERCE COUNTY, WASHINGTON. AN - 36352207; 10427-030438_0003 AB - PURPOSE: Construction of 5.9 miles of arterial roadway between Interstate 5 (I-5) and State Route (SR) 7 (Pacific Avenue) in the City of Lakewood and Pierce County, Washington is proposed. The project, to be known as Cross-Base Highway, would extend from the Thorne Lane interchange on I-5 to the intersection of 176th Street South and SR 7. The new roadway would provide four through lanes. In addition to the No Action alternative, a transportation demand management /transportation system management (TDM/TSM) and two primary build alternatives were considered in the May 1998 draft EIS; two alignment variations of one of the primary build alternatives were also considered. TDM strategies considered included employer-based programs, support facilities, telecommunications facilities, and transportation pricing and land use strategies. TSM strategies considered included traditional improvements such as intersection and traffic signal enhancements, transit improvements and street /highway management techniques such as ramp metering and high-occupancy-vehicle priority treatments. TDM/TSM strategies were rejected. Under the build alternative, access would be limited to three signalized intersections, including two in American Lake Gardens and one at the Spanaway Loop Road S extension, and an interchange at A Street providing access to McChord Air Force Base. The existing Thorne Lane interchange would be reconstructed to accommodate additional traffic, and the intersection of 176th Street South and SR 7 would be enlarged, providing additional lanes for turning movements. On Fort Lewis, Lincoln Road would be realigned to connect with the A Street interchange and a new military access road between Fort Lewis and McChord AFT would be provided on the east side of Burlington Northern Santa Fe (BNSF) railroad right-of-way. A June 2002 draft supplement to the draft EIS addressed additions to the project at its western terminus required to maintain a satisfactory level of service and provides current information where conditions or applicable policies or regulations have changed. In addition to a No Action Alternative, several possible alignment alternatives were considered in the draft supplement. A southern alignment, which was identified as the preferred alignment in the draft supplement, has been selected as the preferred alternative in the final EIS. Cost of the preferred alternative is estimated at $131.99 million. POSITIVE IMPACTS: The Cross-Base Highway would provide a necessary link in the regional transportation system, connecting existing and planned residential areas in mid-Pierce County and north Thurston County with two of the largest employment sites in Pierce County, Fredrickson, and DuPont. The arterial road would reduce projected traffic volumes and congestion, particularly during peak periods, on existing roads, including SR 7, SR 512, SR 507, Spanaway Loop Road S, and 174th Street S. All these roads are projected to operate at, near or above capacity in the year 2017 if additional east-west capacity is not added. The Pierce County Comprehensive Plan assumes the development of an arterial link between the mid-Pierce County area and the cities of Lakewood and DuPont. NEGATIVE IMPACTS: The project would result in displacement of Clover Park Head State /American Lake South Facility, isolation of properties along Murray Road SW, or displacement of land owned by Fort Lewis and used by the technical college. Acquisition of right-of-way would also require displacement of housing units and up to three businesses. Under one alternative, minority populations would be affected by isolation of the southwest corner of American Lake Gardens. Highway construction would displace acres of wildlife habitat, including forest and scrub communities, and the highway would present a barrier to wildlife movements. The project would affect a portion of the Pierce County wetland buffer, and operation of the highway would impact water detention and treatment, drainage patterns, water quality and wildlife habitat. Traffic on the highway would increase noise levels within the corridor significantly and, though noise barriers would mitigate impacts to residents, 179 residences would be exposed to noise in excess of federal standards. Noise and traffic would alter the setting for the Woodbrook Hunt Club and generally change the visual appearance of the area adjacent to 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.), 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 98-0231D, Volume 22, Number 3 and 02-0420D, Volume 26, Number 4, respectively. JF - EPA number: 030438, Volume 1--437 pages and maps, Volume 2--792 pages and maps, Volume 3--251 pages, September 22, 2003 PY - 2003 VL - 3 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-02-03-DS KW - Air Quality Assessments KW - Biologic Assessments KW - Bridges KW - Forests KW - Highways KW - Highway Structures KW - Military Facilities (Air Force) KW - Minorities KW - Noise KW - Noise Control KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Schools KW - Section 106 Statements KW - Section 4(f) Statements KW - Transportation KW - Transportation Surveys KW - Wetlands KW - Wildlife KW - Wildlife Habitat KW - Wildlife Surveys KW - McChord Air Force Base KW - Washington KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Recreation Resources KW - Executive Order 11990, Wetlands KW - Executive Order 12898, Minorities KW - Federal Water Pollution Control Act of 1972, NPDES Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36352207?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-09-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CROSS-BASE+HIGHWAY+%28STATE+ROUTE+704%29%2C+PIERCE+COUNTY%2C+WASHINGTON.&rft.title=CROSS-BASE+HIGHWAY+%28STATE+ROUTE+704%29%2C+PIERCE+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: September 22, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - APPALACHIAN DEVELOPMENT HIGHWAY SYSTEM CORRIDOR K (RELOCATED U.S. 64) FROM WEST OF THE OCOEE RIVER TO STATE ROUTE 68 NEAR DUCKTOWN, POLK COUNTY, TENNESSEE. [Part 1 of 1] T2 - APPALACHIAN DEVELOPMENT HIGHWAY SYSTEM CORRIDOR K (RELOCATED U.S. 64) FROM WEST OF THE OCOEE RIVER TO STATE ROUTE 68 NEAR DUCKTOWN, POLK COUNTY, TENNESSEE. AN - 36351780; 10420-030429_0001 AB - PURPOSE: Construction of a 20.4- or 20.6-mile segment of highway within Appalachian Development Highway System (ADHS) Corridor K (Relocated US 64) from a point west of the Ocoee River to State Route (SR) 68 near Ducktown in Polk County, Tennessee is proposed. The ADHS is a 3,025-mile network of highways that is comprised of 29 corridors in 13 states that provide transportation access essential for improving the Appalachian Region's economic position. As of September 2002, more than 85 percent of the ADHS was open to traffic or under construction. US 64, also designated SR 40 and US 74, is the only east-west arterial in the region and serves local, through, and recreational traffic. Portions of the new highway would be built on new location while other portions would follow existing US 64. The central segment of the project would pass through the Cherokee National Forest. The four-lane divided highway would replace existing two-lane US 64, which would remain in place through the Ocoee River George to serve local and recreational traffic, retaining its designation as a Scenic Byway. Three alternatives, including a No-Build Alternative, are considered in this draft EIS. Construction costs of build alternatives 1 and 2 are estimated at $1.48 billion and $1.53 billion, respectively. POSITIVE IMPACTS: The project would improve the transportation system linkages in southeastern Tennessee, provide a highway that satisfies the design standards appropriate to a roadway within the ADHS and the National Truck Network, improve safety for vehicles and pedestrians within the corridor, reduce travel delays for through traffic, and promote the mission of the U.S. Forest Service's Scenic Byway Program. NEGATIVE IMPACTS: Depending on the build alternative selected, the project would require 823 or 852 acres of rights-of-way, including residential and commercial land, wetlands, farmland, open space, and woodland and the associated wildlife habitat. The highway alignment would traverse 30 or 31 stream or waterway crossings, including three crossings of the Ocoee River. Rights-of-way requirements would result in the displacement of seven residences and three businesses, and two small farm operations would suffer minimal impacts. The highway would require new cuts in slopes characterized by unstable rock. Construction activities would expose pyritic rock, potentially resulting in acid leaching into area waterways, thereby affecting the quality of aquatic habitat. One archaeologic site listed in the National Register of Historic Places would be affected, and several other sites that may be eligible for listing could be affected. Eight or nine recreational trail segments would be affected. The highway would degrade visual aesthetics and other recreational values along some segments of the Ocoee River corridor. One residence and four trails would be affected by traffic-generated noise levels in excess of federal standards. LEGAL MANDATES: Appalachian Regional Development Act of 1965 (P.L. 89-4), Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966, as amended (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: 030429, 390 pages, September 22, 2003 PY - 2003 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-TN-EIS-03-01-D KW - Acids KW - Archaeological Sites KW - Biologic Assessments KW - Bridges KW - Farmlands KW - Fish KW - Forests KW - Highways KW - Highway Structures KW - Noise Assessments KW - Noise Standards Violations KW - Open Space KW - Recreation Facilities KW - Recreation Resources KW - Recreation Resources Management KW - Relocations-Property Acquisitions KW - Rivers KW - Scenic Areas KW - Trails KW - Transportation KW - Visual Resources KW - Water Quality KW - Wetlands KW - Wildlife Surveys KW - Cherokee National Forest KW - Tennessee KW - Appalachian Regional Development Act of 1965, Project Authorization KW - Department of Transportation Act of 1966, Archaeologic Sites KW - Department of Transportation Act of 1966, Recreation Resources KW - National Historic Preservation Act of 1966, Archaeological Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36351780?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-09-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=APPALACHIAN+DEVELOPMENT+HIGHWAY+SYSTEM+CORRIDOR+K+%28RELOCATED+U.S.+64%29+FROM+WEST+OF+THE+OCOEE+RIVER+TO+STATE+ROUTE+68+NEAR+DUCKTOWN%2C+POLK+COUNTY%2C+TENNESSEE.&rft.title=APPALACHIAN+DEVELOPMENT+HIGHWAY+SYSTEM+CORRIDOR+K+%28RELOCATED+U.S.+64%29+FROM+WEST+OF+THE+OCOEE+RIVER+TO+STATE+ROUTE+68+NEAR+DUCKTOWN%2C+POLK+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: September 22, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CROSS-BASE HIGHWAY (STATE ROUTE 704), PIERCE COUNTY, WASHINGTON. [Part 1 of 3] T2 - CROSS-BASE HIGHWAY (STATE ROUTE 704), PIERCE COUNTY, WASHINGTON. AN - 36350801; 10427-030438_0001 AB - PURPOSE: Construction of 5.9 miles of arterial roadway between Interstate 5 (I-5) and State Route (SR) 7 (Pacific Avenue) in the City of Lakewood and Pierce County, Washington is proposed. The project, to be known as Cross-Base Highway, would extend from the Thorne Lane interchange on I-5 to the intersection of 176th Street South and SR 7. The new roadway would provide four through lanes. In addition to the No Action alternative, a transportation demand management /transportation system management (TDM/TSM) and two primary build alternatives were considered in the May 1998 draft EIS; two alignment variations of one of the primary build alternatives were also considered. TDM strategies considered included employer-based programs, support facilities, telecommunications facilities, and transportation pricing and land use strategies. TSM strategies considered included traditional improvements such as intersection and traffic signal enhancements, transit improvements and street /highway management techniques such as ramp metering and high-occupancy-vehicle priority treatments. TDM/TSM strategies were rejected. Under the build alternative, access would be limited to three signalized intersections, including two in American Lake Gardens and one at the Spanaway Loop Road S extension, and an interchange at A Street providing access to McChord Air Force Base. The existing Thorne Lane interchange would be reconstructed to accommodate additional traffic, and the intersection of 176th Street South and SR 7 would be enlarged, providing additional lanes for turning movements. On Fort Lewis, Lincoln Road would be realigned to connect with the A Street interchange and a new military access road between Fort Lewis and McChord AFT would be provided on the east side of Burlington Northern Santa Fe (BNSF) railroad right-of-way. A June 2002 draft supplement to the draft EIS addressed additions to the project at its western terminus required to maintain a satisfactory level of service and provides current information where conditions or applicable policies or regulations have changed. In addition to a No Action Alternative, several possible alignment alternatives were considered in the draft supplement. A southern alignment, which was identified as the preferred alignment in the draft supplement, has been selected as the preferred alternative in the final EIS. Cost of the preferred alternative is estimated at $131.99 million. POSITIVE IMPACTS: The Cross-Base Highway would provide a necessary link in the regional transportation system, connecting existing and planned residential areas in mid-Pierce County and north Thurston County with two of the largest employment sites in Pierce County, Fredrickson, and DuPont. The arterial road would reduce projected traffic volumes and congestion, particularly during peak periods, on existing roads, including SR 7, SR 512, SR 507, Spanaway Loop Road S, and 174th Street S. All these roads are projected to operate at, near or above capacity in the year 2017 if additional east-west capacity is not added. The Pierce County Comprehensive Plan assumes the development of an arterial link between the mid-Pierce County area and the cities of Lakewood and DuPont. NEGATIVE IMPACTS: The project would result in displacement of Clover Park Head State /American Lake South Facility, isolation of properties along Murray Road SW, or displacement of land owned by Fort Lewis and used by the technical college. Acquisition of right-of-way would also require displacement of housing units and up to three businesses. Under one alternative, minority populations would be affected by isolation of the southwest corner of American Lake Gardens. Highway construction would displace acres of wildlife habitat, including forest and scrub communities, and the highway would present a barrier to wildlife movements. The project would affect a portion of the Pierce County wetland buffer, and operation of the highway would impact water detention and treatment, drainage patterns, water quality and wildlife habitat. Traffic on the highway would increase noise levels within the corridor significantly and, though noise barriers would mitigate impacts to residents, 179 residences would be exposed to noise in excess of federal standards. Noise and traffic would alter the setting for the Woodbrook Hunt Club and generally change the visual appearance of the area adjacent to 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.), 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 98-0231D, Volume 22, Number 3 and 02-0420D, Volume 26, Number 4, respectively. JF - EPA number: 030438, Volume 1--437 pages and maps, Volume 2--792 pages and maps, Volume 3--251 pages, September 22, 2003 PY - 2003 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-02-03-DS KW - Air Quality Assessments KW - Biologic Assessments KW - Bridges KW - Forests KW - Highways KW - Highway Structures KW - Military Facilities (Air Force) KW - Minorities KW - Noise KW - Noise Control KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Schools KW - Section 106 Statements KW - Section 4(f) Statements KW - Transportation KW - Transportation Surveys KW - Wetlands KW - Wildlife KW - Wildlife Habitat KW - Wildlife Surveys KW - McChord Air Force Base KW - Washington KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Recreation Resources KW - Executive Order 11990, Wetlands KW - Executive Order 12898, Minorities KW - Federal Water Pollution Control Act of 1972, NPDES Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36350801?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-09-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CROSS-BASE+HIGHWAY+%28STATE+ROUTE+704%29%2C+PIERCE+COUNTY%2C+WASHINGTON.&rft.title=CROSS-BASE+HIGHWAY+%28STATE+ROUTE+704%29%2C+PIERCE+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: September 22, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CROSS-BASE HIGHWAY (STATE ROUTE 704), PIERCE COUNTY, WASHINGTON. [Part 2 of 3] T2 - CROSS-BASE HIGHWAY (STATE ROUTE 704), PIERCE COUNTY, WASHINGTON. AN - 36349494; 10427-030438_0002 AB - PURPOSE: Construction of 5.9 miles of arterial roadway between Interstate 5 (I-5) and State Route (SR) 7 (Pacific Avenue) in the City of Lakewood and Pierce County, Washington is proposed. The project, to be known as Cross-Base Highway, would extend from the Thorne Lane interchange on I-5 to the intersection of 176th Street South and SR 7. The new roadway would provide four through lanes. In addition to the No Action alternative, a transportation demand management /transportation system management (TDM/TSM) and two primary build alternatives were considered in the May 1998 draft EIS; two alignment variations of one of the primary build alternatives were also considered. TDM strategies considered included employer-based programs, support facilities, telecommunications facilities, and transportation pricing and land use strategies. TSM strategies considered included traditional improvements such as intersection and traffic signal enhancements, transit improvements and street /highway management techniques such as ramp metering and high-occupancy-vehicle priority treatments. TDM/TSM strategies were rejected. Under the build alternative, access would be limited to three signalized intersections, including two in American Lake Gardens and one at the Spanaway Loop Road S extension, and an interchange at A Street providing access to McChord Air Force Base. The existing Thorne Lane interchange would be reconstructed to accommodate additional traffic, and the intersection of 176th Street South and SR 7 would be enlarged, providing additional lanes for turning movements. On Fort Lewis, Lincoln Road would be realigned to connect with the A Street interchange and a new military access road between Fort Lewis and McChord AFT would be provided on the east side of Burlington Northern Santa Fe (BNSF) railroad right-of-way. A June 2002 draft supplement to the draft EIS addressed additions to the project at its western terminus required to maintain a satisfactory level of service and provides current information where conditions or applicable policies or regulations have changed. In addition to a No Action Alternative, several possible alignment alternatives were considered in the draft supplement. A southern alignment, which was identified as the preferred alignment in the draft supplement, has been selected as the preferred alternative in the final EIS. Cost of the preferred alternative is estimated at $131.99 million. POSITIVE IMPACTS: The Cross-Base Highway would provide a necessary link in the regional transportation system, connecting existing and planned residential areas in mid-Pierce County and north Thurston County with two of the largest employment sites in Pierce County, Fredrickson, and DuPont. The arterial road would reduce projected traffic volumes and congestion, particularly during peak periods, on existing roads, including SR 7, SR 512, SR 507, Spanaway Loop Road S, and 174th Street S. All these roads are projected to operate at, near or above capacity in the year 2017 if additional east-west capacity is not added. The Pierce County Comprehensive Plan assumes the development of an arterial link between the mid-Pierce County area and the cities of Lakewood and DuPont. NEGATIVE IMPACTS: The project would result in displacement of Clover Park Head State /American Lake South Facility, isolation of properties along Murray Road SW, or displacement of land owned by Fort Lewis and used by the technical college. Acquisition of right-of-way would also require displacement of housing units and up to three businesses. Under one alternative, minority populations would be affected by isolation of the southwest corner of American Lake Gardens. Highway construction would displace acres of wildlife habitat, including forest and scrub communities, and the highway would present a barrier to wildlife movements. The project would affect a portion of the Pierce County wetland buffer, and operation of the highway would impact water detention and treatment, drainage patterns, water quality and wildlife habitat. Traffic on the highway would increase noise levels within the corridor significantly and, though noise barriers would mitigate impacts to residents, 179 residences would be exposed to noise in excess of federal standards. Noise and traffic would alter the setting for the Woodbrook Hunt Club and generally change the visual appearance of the area adjacent to 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.), 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 98-0231D, Volume 22, Number 3 and 02-0420D, Volume 26, Number 4, respectively. JF - EPA number: 030438, Volume 1--437 pages and maps, Volume 2--792 pages and maps, Volume 3--251 pages, September 22, 2003 PY - 2003 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-02-03-DS KW - Air Quality Assessments KW - Biologic Assessments KW - Bridges KW - Forests KW - Highways KW - Highway Structures KW - Military Facilities (Air Force) KW - Minorities KW - Noise KW - Noise Control KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Schools KW - Section 106 Statements KW - Section 4(f) Statements KW - Transportation KW - Transportation Surveys KW - Wetlands KW - Wildlife KW - Wildlife Habitat KW - Wildlife Surveys KW - McChord Air Force Base KW - Washington KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Recreation Resources KW - Executive Order 11990, Wetlands KW - Executive Order 12898, Minorities KW - Federal Water Pollution Control Act of 1972, NPDES Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36349494?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-09-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CROSS-BASE+HIGHWAY+%28STATE+ROUTE+704%29%2C+PIERCE+COUNTY%2C+WASHINGTON.&rft.title=CROSS-BASE+HIGHWAY+%28STATE+ROUTE+704%29%2C+PIERCE+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: September 22, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - APPALACHIAN DEVELOPMENT HIGHWAY SYSTEM CORRIDOR K (RELOCATED U.S. 64) FROM WEST OF THE OCOEE RIVER TO STATE ROUTE 68 NEAR DUCKTOWN, POLK COUNTY, TENNESSEE. AN - 16352019; 10420 AB - PURPOSE: Construction of a 20.4- or 20.6-mile segment of highway within Appalachian Development Highway System (ADHS) Corridor K (Relocated US 64) from a point west of the Ocoee River to State Route (SR) 68 near Ducktown in Polk County, Tennessee is proposed. The ADHS is a 3,025-mile network of highways that is comprised of 29 corridors in 13 states that provide transportation access essential for improving the Appalachian Region's economic position. As of September 2002, more than 85 percent of the ADHS was open to traffic or under construction. US 64, also designated SR 40 and US 74, is the only east-west arterial in the region and serves local, through, and recreational traffic. Portions of the new highway would be built on new location while other portions would follow existing US 64. The central segment of the project would pass through the Cherokee National Forest. The four-lane divided highway would replace existing two-lane US 64, which would remain in place through the Ocoee River George to serve local and recreational traffic, retaining its designation as a Scenic Byway. Three alternatives, including a No-Build Alternative, are considered in this draft EIS. Construction costs of build alternatives 1 and 2 are estimated at $1.48 billion and $1.53 billion, respectively. POSITIVE IMPACTS: The project would improve the transportation system linkages in southeastern Tennessee, provide a highway that satisfies the design standards appropriate to a roadway within the ADHS and the National Truck Network, improve safety for vehicles and pedestrians within the corridor, reduce travel delays for through traffic, and promote the mission of the U.S. Forest Service's Scenic Byway Program. NEGATIVE IMPACTS: Depending on the build alternative selected, the project would require 823 or 852 acres of rights-of-way, including residential and commercial land, wetlands, farmland, open space, and woodland and the associated wildlife habitat. The highway alignment would traverse 30 or 31 stream or waterway crossings, including three crossings of the Ocoee River. Rights-of-way requirements would result in the displacement of seven residences and three businesses, and two small farm operations would suffer minimal impacts. The highway would require new cuts in slopes characterized by unstable rock. Construction activities would expose pyritic rock, potentially resulting in acid leaching into area waterways, thereby affecting the quality of aquatic habitat. One archaeologic site listed in the National Register of Historic Places would be affected, and several other sites that may be eligible for listing could be affected. Eight or nine recreational trail segments would be affected. The highway would degrade visual aesthetics and other recreational values along some segments of the Ocoee River corridor. One residence and four trails would be affected by traffic-generated noise levels in excess of federal standards. LEGAL MANDATES: Appalachian Regional Development Act of 1965 (P.L. 89-4), Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966, as amended (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: 030429, 390 pages, September 22, 2003 PY - 2003 KW - Roads and Railroads KW - Agency number: FHWA-TN-EIS-03-01-D KW - Acids KW - Archaeological Sites KW - Biologic Assessments KW - Bridges KW - Farmlands KW - Fish KW - Forests KW - Highways KW - Highway Structures KW - Noise Assessments KW - Noise Standards Violations KW - Open Space KW - Recreation Facilities KW - Recreation Resources KW - Recreation Resources Management KW - Relocations-Property Acquisitions KW - Rivers KW - Scenic Areas KW - Trails KW - Transportation KW - Visual Resources KW - Water Quality KW - Wetlands KW - Wildlife Surveys KW - Cherokee National Forest KW - Tennessee KW - Appalachian Regional Development Act of 1965, Project Authorization KW - Department of Transportation Act of 1966, Archaeologic Sites KW - Department of Transportation Act of 1966, Recreation Resources KW - National Historic Preservation Act of 1966, Archaeological Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16352019?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-09-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=APPALACHIAN+DEVELOPMENT+HIGHWAY+SYSTEM+CORRIDOR+K+%28RELOCATED+U.S.+64%29+FROM+WEST+OF+THE+OCOEE+RIVER+TO+STATE+ROUTE+68+NEAR+DUCKTOWN%2C+POLK+COUNTY%2C+TENNESSEE.&rft.title=APPALACHIAN+DEVELOPMENT+HIGHWAY+SYSTEM+CORRIDOR+K+%28RELOCATED+U.S.+64%29+FROM+WEST+OF+THE+OCOEE+RIVER+TO+STATE+ROUTE+68+NEAR+DUCKTOWN%2C+POLK+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: September 22, 2003 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - CROSS-BASE HIGHWAY (STATE ROUTE 704), PIERCE COUNTY, WASHINGTON. AN - 15228942; 10427 AB - PURPOSE: Construction of 5.9 miles of arterial roadway between Interstate 5 (I-5) and State Route (SR) 7 (Pacific Avenue) in the City of Lakewood and Pierce County, Washington is proposed. The project, to be known as Cross-Base Highway, would extend from the Thorne Lane interchange on I-5 to the intersection of 176th Street South and SR 7. The new roadway would provide four through lanes. In addition to the No Action alternative, a transportation demand management /transportation system management (TDM/TSM) and two primary build alternatives were considered in the May 1998 draft EIS; two alignment variations of one of the primary build alternatives were also considered. TDM strategies considered included employer-based programs, support facilities, telecommunications facilities, and transportation pricing and land use strategies. TSM strategies considered included traditional improvements such as intersection and traffic signal enhancements, transit improvements and street /highway management techniques such as ramp metering and high-occupancy-vehicle priority treatments. TDM/TSM strategies were rejected. Under the build alternative, access would be limited to three signalized intersections, including two in American Lake Gardens and one at the Spanaway Loop Road S extension, and an interchange at A Street providing access to McChord Air Force Base. The existing Thorne Lane interchange would be reconstructed to accommodate additional traffic, and the intersection of 176th Street South and SR 7 would be enlarged, providing additional lanes for turning movements. On Fort Lewis, Lincoln Road would be realigned to connect with the A Street interchange and a new military access road between Fort Lewis and McChord AFT would be provided on the east side of Burlington Northern Santa Fe (BNSF) railroad right-of-way. A June 2002 draft supplement to the draft EIS addressed additions to the project at its western terminus required to maintain a satisfactory level of service and provides current information where conditions or applicable policies or regulations have changed. In addition to a No Action Alternative, several possible alignment alternatives were considered in the draft supplement. A southern alignment, which was identified as the preferred alignment in the draft supplement, has been selected as the preferred alternative in the final EIS. Cost of the preferred alternative is estimated at $131.99 million. POSITIVE IMPACTS: The Cross-Base Highway would provide a necessary link in the regional transportation system, connecting existing and planned residential areas in mid-Pierce County and north Thurston County with two of the largest employment sites in Pierce County, Fredrickson, and DuPont. The arterial road would reduce projected traffic volumes and congestion, particularly during peak periods, on existing roads, including SR 7, SR 512, SR 507, Spanaway Loop Road S, and 174th Street S. All these roads are projected to operate at, near or above capacity in the year 2017 if additional east-west capacity is not added. The Pierce County Comprehensive Plan assumes the development of an arterial link between the mid-Pierce County area and the cities of Lakewood and DuPont. NEGATIVE IMPACTS: The project would result in displacement of Clover Park Head State /American Lake South Facility, isolation of properties along Murray Road SW, or displacement of land owned by Fort Lewis and used by the technical college. Acquisition of right-of-way would also require displacement of housing units and up to three businesses. Under one alternative, minority populations would be affected by isolation of the southwest corner of American Lake Gardens. Highway construction would displace acres of wildlife habitat, including forest and scrub communities, and the highway would present a barrier to wildlife movements. The project would affect a portion of the Pierce County wetland buffer, and operation of the highway would impact water detention and treatment, drainage patterns, water quality and wildlife habitat. Traffic on the highway would increase noise levels within the corridor significantly and, though noise barriers would mitigate impacts to residents, 179 residences would be exposed to noise in excess of federal standards. Noise and traffic would alter the setting for the Woodbrook Hunt Club and generally change the visual appearance of the area adjacent to 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.), 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 98-0231D, Volume 22, Number 3 and 02-0420D, Volume 26, Number 4, respectively. JF - EPA number: 030438, Volume 1--437 pages and maps, Volume 2--792 pages and maps, Volume 3--251 pages, September 22, 2003 PY - 2003 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-02-03-DS KW - Air Quality Assessments KW - Biologic Assessments KW - Bridges KW - Forests KW - Highways KW - Highway Structures KW - Military Facilities (Air Force) KW - Minorities KW - Noise KW - Noise Control KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Schools KW - Section 106 Statements KW - Section 4(f) Statements KW - Transportation KW - Transportation Surveys KW - Wetlands KW - Wildlife KW - Wildlife Habitat KW - Wildlife Surveys KW - McChord Air Force Base KW - Washington KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Recreation Resources KW - Executive Order 11990, Wetlands KW - Executive Order 12898, Minorities KW - Federal Water Pollution Control Act of 1972, NPDES Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/15228942?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&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 - 2006-05-01 N1 - SuppNotes - Final. Preparation date: September 22, 2003 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - WYOMING FOREST HIGHWAY 4, U.S. (KP 39.5 TO KP 69.4), THE BEARTOOTH HIGHWAY, PARK COUNTY, WYOMING. [Part 1 of 1] T2 - WYOMING FOREST HIGHWAY 4, U.S. (KP 39.5 TO KP 69.4), THE BEARTOOTH HIGHWAY, PARK COUNTY, WYOMING. AN - 36350408; 10403-030411_0001 AB - PURPOSE: The reconstruction of a portion of the Beartooth Highway in Park County, Wyoming is proposed. The Beartooth Highway extends 67 miles from the northeast entrance to Yellowstone National Park to Red Lodge, Montana. The segment proposed for reconstruction begins at mile post 24.5, just west of the Clay Butte Lookout turnoff, traverses Beartooth Pass, and ends at the Montana/Wyoming state line at mile post 43.1. The highway passes through the Shoshone National Forest. This segment of highway has not been subject to any major improvements since the 1930s. The road has deteriorated significantly and does not accommodate current vehicle types or volumes. The reconstruction project would lie within the existing road corridor and would provide improved alignment, grade, and width to meet state standards. Six alternatives, including a No Action Alternative (Alternative 1), are considered in this final EIS. All build alternatives would follow the existing alignment closely in most locations. Options for realignment or road construction in six areas are considered. Some build alternatives have alignment options designed to avoid wetlands, to reduce visual impacts, or to provide a more consistent alignment. A work camp is proposed for use by employees during the six-year construction period. The preferred alternative (Alternative 6) would balance highway operations, safety and maintenance needs with minimization of environmental impacts. The roadway width would be 32 feet in the western portion of the corridor and 26 feet in the alpine areas of the eastern portion. Construction would begin in 2004 and continue for six years. Cost of construction of the preferred alternative is estimated at $47.8 million. POSITIVE IMPACTS: The project would maintain and improve an efficient transportation link between Red Lodge and the Yellowstone National park that would safely accommodate projected traffic through the year 2025. Maintenance of the highway would be eased significantly, and the roadway would better support management of national forest lands adjacent to the road. The scenic nature of the road would be preserved. NEGATIVE IMPACTS: Rights-of-way developments would disturb 173 to 194 acres of previously undisturbed areas. Anticipated effects would include disturbance of six to 8 acres of wetlands and the permanent loss of 17 to 22 acres of alpine meadows and 17 to 24 acres of grizzly bear habitat. All build alternatives would alter the footprint and location of the historic roadway and all alternatives, excepting one, would remove four historic bridges. The exceptional alternative would require removal of three of the bridges. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Endangered Species Act of 1966 (16 U.S.C. 668 et seq.), Clean Water Act of 1977 (P.L. 95-217), Federal Land Policy and Management Act of 1976 (43 U.S.C. 1701 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and National Historic Preservation Act of 1966 (16 U.S.C. 7600 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0419D, Volume 26, Number 4. JF - EPA number: 030411, Final EIS--326 pages and maps, Appendices--298 pages and maps, September 4, 2003 PY - 2003 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-WY-EIS-02-1-F KW - Bridges KW - Cost Assessments KW - Endangered Species (Animals) KW - Forests KW - Highways KW - Impact Assessment Methodology KW - Safety KW - Section 4(f) Statements KW - Transportation KW - Visual Resources KW - Visual Resources Surveys KW - Wetlands KW - Wildlife Habitat KW - Shoshone National Forest KW - Wyoming KW - Yellowstone National Park KW - Department of Transportation Act of 1966, Historic Sites KW - Endangered Species Act of 1966, Animals KW - Federal Land Policy and Management Act of 1976, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1964, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36350408?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-09-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WYOMING+FOREST+HIGHWAY+4%2C+U.S.+%28KP+39.5+TO+KP+69.4%29%2C+THE+BEARTOOTH+HIGHWAY%2C+PARK+COUNTY%2C+WYOMING.&rft.title=WYOMING+FOREST+HIGHWAY+4%2C+U.S.+%28KP+39.5+TO+KP+69.4%29%2C+THE+BEARTOOTH+HIGHWAY%2C+PARK+COUNTY%2C+WYOMING.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Lakewood, Colorado; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: September 4, 2003 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - Behavior of calculated nail head strength in soil-nailed structures AN - 51909653; 2004-000966 AB - Nail head strength is one of the parameters used in design of soil-nailed structures. It determines the stability of the nailed structure against failure involving the facing element. The nail head strength is a function of a number of factors, primarily the material strengths, vertical and horizontal nail spacing, and the nail head connection details. The variations in nail head strength as a result of changes in the vertical and horizontal soil-nail spacing and material strength properties are examined in this paper. Both temporary and permanent facing design is considered. For equal vertical to horizontal spacing, the nominal nail head strength for a temporary facing decreases continuously as the spacing is increased. The nominal nail head strength for permanent facing decreases initially and then remains nearly constant. For a fixed vertical spacing (S (sub v) ) the nail head strength for temporary facing decreases linearly as the horizontal spacing (S (sub h) ) increases. For permanent facing the nail head strength decreases very slowly for vertical to horizontal nail spacing ratio between 0.8 and 1.0 and then declines rapidly. The nail head strength increases most rapidly with increase in facing thickness. Higher strength reinforcement and concrete have a relatively smaller influence in raising the nail head strength. Charts are presented that can help in optimizing the design of soil-nailed structures. JF - Journal of Geotechnical and Geoenvironmental Engineering AU - Joshi, Bhaskar Y1 - 2003/09// PY - 2003 DA - September 2003 SP - 819 EP - 828 PB - American Society of Civil Engineers, New York, NY VL - 129 IS - 9 SN - 1090-0241, 1090-0241 KW - soil mechanics KW - failures KW - retaining walls KW - strength KW - slopes KW - loading KW - soil nails KW - stability KW - reinforced materials KW - design KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51909653?accountid=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=Behavior+of+calculated+nail+head+strength+in+soil-nailed+structures&rft.au=Joshi%2C+Bhaskar&rft.aulast=Joshi&rft.aufirst=Bhaskar&rft.date=2003-09-01&rft.volume=129&rft.issue=9&rft.spage=819&rft.isbn=&rft.btitle=&rft.title=Journal+of+Geotechnical+and+Geoenvironmental+Engineering&rft.issn=10900241&rft_id=info:doi/ L2 - http://ascelibrary.org/journal/jggefk LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2015, American Geosciences Institute. N1 - Date revised - 2004-01-01 N1 - Number of references - 9 N1 - PubXState - NY N1 - Document feature - illus. incl. 3 tables, sects. N1 - Last updated - 2016-10-25 N1 - CODEN - JGENDZ N1 - SubjectsTermNotLitGenreText - design; failures; loading; reinforced materials; retaining walls; slopes; soil mechanics; soil nails; stability; strength ER - TY - RPRT T1 - FAIRFIELD TO DUPUYER CORRIDOR STUDY (STPP 3-2(27)28; CONTROL NO. 4051) IN TETON AND PONDERA COUNTIES, MONTANA. AN - 36400976; 10398 AB - PURPOSE: The reconstruction, widening, and realignment of a 46.2-mile section of US 89, extending from Fairfield in Teton County to Dupuyer in Pondera County, Montana is proposed. US 89 runs roughly parallel to Interstate 15 within the study corridor and serves as a more scenic alternative route between Great Falls and Glacier National Park. The corridor provides access to Yellowstone National Park on the south and to Glacier National Park and the Canadian border on the north. The existing facility is characterized by inadequate passing opportunities, narrow shoulders, sharp curves, and poor operational accommodation of the mix of recreational vehicles, trucks, and passenger vehicles. The accident rate on US 89 is nearly double that of the statewide average for similar facilities. The project would widen the highway to include paved shoulders and improve horizontal and vertical curves to meet current design standards. Existing bridges, culverts, and stockpasses would be replaced. Fourteen alignment alternatives and a No-Build Alternative and a variety of alignment alternatives are considered in this final EIS. Throughout a most of the project, only two alignment alternatives would be considered. The preferred alternative would provide a pavement width of 36 feet, including two 12-foot-wide driving lanes flanked by six-foot shoulders. Most improvements would lie within the existing alignment POSITIVE IMPACTS: The project would provide updated design features and improved safety and operational efficiency within the corridor and enhance travel for recreational users of the facility. An acceptable level of service would be provided within the corridor through the year 2023. NEGATIVE IMPACTS: Rights-of-way would be required throughout the corridor, with the exception of portions of the project passing through Freezout Lake Wildlife Management Area and the urban sections in Choteau and Bynum; the project would require 630.57 acres of new rights-of-way. One sensitive noise receptor would experience noise levels in excess of federal standards. Approximately 29.9 acres of wetlands would be affected, and the project would traverse the floodplains associated with Spring Creek and Muddy Creek. The project could affect foraging and bedding habitat of the federally protected grizzly bear. Hazardous waste sties could be encountered during construction. 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 03-0089D, Volume 27, Number 1. JF - EPA number: 030405, 245 pages, August 29, 2003 PY - 2003 KW - Roads and Railroads KW - Agency number: FHWA-MT-EIS-02-01-F KW - Bridges KW - Endangered Species (Animals) KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Recreation Resources KW - Safety KW - Section 404(b) Statements KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Montana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36400976?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-08-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FAIRFIELD+TO+DUPUYER+CORRIDOR+STUDY+%28STPP+3-2%2827%2928%3B+CONTROL+NO.+4051%29+IN+TETON+AND+PONDERA+COUNTIES%2C+MONTANA.&rft.title=FAIRFIELD+TO+DUPUYER+CORRIDOR+STUDY+%28STPP+3-2%2827%2928%3B+CONTROL+NO.+4051%29+IN+TETON+AND+PONDERA+COUNTIES%2C+MONTANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Helena, Montana; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: August 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - KANSAS LANE CONNECTOR, MONROE, LOUISIANA. [Part 3 of 4] T2 - KANSAS LANE CONNECTOR, MONROE, LOUISIANA. AN - 36374487; 10393-030400_0003 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 Monroe, 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 1.97-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. Three build alignment alternatives and a No-Build Alternative are considered in this draft EIS. The build alternatives range in length from 2.45 miles to 2.61 miles. Cost estimates for the alternatives range from $12.5 million to $15.2 million. 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 35 to 55 residences, 10.4 to 16.4 acres of wetlands, 1.4 to two acres of Bayou Desiard, 0.1 to 0.2 acre of stream channel, three to 9.7 acres of grassland,, 21.7 to 28.3 acres of floodplain, and 15.9 to 32.4 acres of woodland. One cemetery could be affected. The project would impact 15.9 to 32.4 acres of habitat for Louisiana black bear, a federally protected species. One railroad crossing and two to three transmission line crossings would be required, as would two to three gas lines, two to three gas wells, two to five sewer lines, three to four water lines, and one to two potential hazardous waste sites. A portion of one archaeological resource site eligible for inclusion in the National Register of Historic Places could be affected. 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). JF - EPA number: 030400, pages, August 28, 2003 PY - 2003 EP - ages, August 28 VL - 3 KW - Roads and Railroads KW - Agency number: FHWA-LSX-EIS-03-01-D KW - Archaeological Sites KW - Bridges KW - Cemeteries 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 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36374487?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-08-28&rft.volume=&rft.issue=&rft.spage=ages&rft.isbn=&rft.btitle=KANSAS+LANE+CONNECTOR%2C+MONROE%2C+LOUISIANA.&rft.title=KANSAS+LANE+CONNECTOR%2C+MONROE%2C+LOUISIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 28, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - KANSAS LANE CONNECTOR, MONROE, LOUISIANA. [Part 4 of 4] T2 - KANSAS LANE CONNECTOR, MONROE, LOUISIANA. AN - 36372269; 10393-030400_0004 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 Monroe, 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 1.97-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. Three build alignment alternatives and a No-Build Alternative are considered in this draft EIS. The build alternatives range in length from 2.45 miles to 2.61 miles. Cost estimates for the alternatives range from $12.5 million to $15.2 million. 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 35 to 55 residences, 10.4 to 16.4 acres of wetlands, 1.4 to two acres of Bayou Desiard, 0.1 to 0.2 acre of stream channel, three to 9.7 acres of grassland,, 21.7 to 28.3 acres of floodplain, and 15.9 to 32.4 acres of woodland. One cemetery could be affected. The project would impact 15.9 to 32.4 acres of habitat for Louisiana black bear, a federally protected species. One railroad crossing and two to three transmission line crossings would be required, as would two to three gas lines, two to three gas wells, two to five sewer lines, three to four water lines, and one to two potential hazardous waste sites. A portion of one archaeological resource site eligible for inclusion in the National Register of Historic Places could be affected. 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). JF - EPA number: 030400, pages, August 28, 2003 PY - 2003 EP - ages, August 28 VL - 4 KW - Roads and Railroads KW - Agency number: FHWA-LSX-EIS-03-01-D KW - Archaeological Sites KW - Bridges KW - Cemeteries 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 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36372269?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-08-28&rft.volume=&rft.issue=&rft.spage=ages&rft.isbn=&rft.btitle=KANSAS+LANE+CONNECTOR%2C+MONROE%2C+LOUISIANA.&rft.title=KANSAS+LANE+CONNECTOR%2C+MONROE%2C+LOUISIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 28, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - KANSAS LANE CONNECTOR, MONROE, LOUISIANA. [Part 2 of 4] T2 - KANSAS LANE CONNECTOR, MONROE, LOUISIANA. AN - 36370899; 10393-030400_0002 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 Monroe, 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 1.97-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. Three build alignment alternatives and a No-Build Alternative are considered in this draft EIS. The build alternatives range in length from 2.45 miles to 2.61 miles. Cost estimates for the alternatives range from $12.5 million to $15.2 million. 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 35 to 55 residences, 10.4 to 16.4 acres of wetlands, 1.4 to two acres of Bayou Desiard, 0.1 to 0.2 acre of stream channel, three to 9.7 acres of grassland,, 21.7 to 28.3 acres of floodplain, and 15.9 to 32.4 acres of woodland. One cemetery could be affected. The project would impact 15.9 to 32.4 acres of habitat for Louisiana black bear, a federally protected species. One railroad crossing and two to three transmission line crossings would be required, as would two to three gas lines, two to three gas wells, two to five sewer lines, three to four water lines, and one to two potential hazardous waste sites. A portion of one archaeological resource site eligible for inclusion in the National Register of Historic Places could be affected. 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). JF - EPA number: 030400, pages, August 28, 2003 PY - 2003 EP - ages, August 28 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-LSX-EIS-03-01-D KW - Archaeological Sites KW - Bridges KW - Cemeteries 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 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36370899?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-08-28&rft.volume=&rft.issue=&rft.spage=ages&rft.isbn=&rft.btitle=KANSAS+LANE+CONNECTOR%2C+MONROE%2C+LOUISIANA.&rft.title=KANSAS+LANE+CONNECTOR%2C+MONROE%2C+LOUISIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 28, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - KANSAS LANE CONNECTOR, MONROE, LOUISIANA. [Part 1 of 4] T2 - KANSAS LANE CONNECTOR, MONROE, LOUISIANA. AN - 36367799; 10393-030400_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 Monroe, 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 1.97-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. Three build alignment alternatives and a No-Build Alternative are considered in this draft EIS. The build alternatives range in length from 2.45 miles to 2.61 miles. Cost estimates for the alternatives range from $12.5 million to $15.2 million. 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 35 to 55 residences, 10.4 to 16.4 acres of wetlands, 1.4 to two acres of Bayou Desiard, 0.1 to 0.2 acre of stream channel, three to 9.7 acres of grassland,, 21.7 to 28.3 acres of floodplain, and 15.9 to 32.4 acres of woodland. One cemetery could be affected. The project would impact 15.9 to 32.4 acres of habitat for Louisiana black bear, a federally protected species. One railroad crossing and two to three transmission line crossings would be required, as would two to three gas lines, two to three gas wells, two to five sewer lines, three to four water lines, and one to two potential hazardous waste sites. A portion of one archaeological resource site eligible for inclusion in the National Register of Historic Places could be affected. 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). JF - EPA number: 030400, pages, August 28, 2003 PY - 2003 EP - ages, August 28 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-LSX-EIS-03-01-D KW - Archaeological Sites KW - Bridges KW - Cemeteries 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 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36367799?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-08-28&rft.volume=&rft.issue=&rft.spage=ages&rft.isbn=&rft.btitle=KANSAS+LANE+CONNECTOR%2C+MONROE%2C+LOUISIANA.&rft.title=KANSAS+LANE+CONNECTOR%2C+MONROE%2C+LOUISIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 28, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - KANSAS LANE CONNECTOR, MONROE, LOUISIANA. AN - 16367753; 10393 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 Monroe, 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 1.97-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. Three build alignment alternatives and a No-Build Alternative are considered in this draft EIS. The build alternatives range in length from 2.45 miles to 2.61 miles. Cost estimates for the alternatives range from $12.5 million to $15.2 million. 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 35 to 55 residences, 10.4 to 16.4 acres of wetlands, 1.4 to two acres of Bayou Desiard, 0.1 to 0.2 acre of stream channel, three to 9.7 acres of grassland,, 21.7 to 28.3 acres of floodplain, and 15.9 to 32.4 acres of woodland. One cemetery could be affected. The project would impact 15.9 to 32.4 acres of habitat for Louisiana black bear, a federally protected species. One railroad crossing and two to three transmission line crossings would be required, as would two to three gas lines, two to three gas wells, two to five sewer lines, three to four water lines, and one to two potential hazardous waste sites. A portion of one archaeological resource site eligible for inclusion in the National Register of Historic Places could be affected. 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). JF - EPA number: 030400, pages, August 28, 2003 PY - 2003 EP - ages, August 28 KW - Roads and Railroads KW - Agency number: FHWA-LSX-EIS-03-01-D KW - Archaeological Sites KW - Bridges KW - Cemeteries 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 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16367753?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 28, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FLORIDA HIGH-SPEED RAIL, TAMPA TO ORLANDO, HILLSBOROUGH, ORANGE, OSCEOLA, AND POLK COUNTIES, FLORIDA. [Part 5 of 28] T2 - FLORIDA HIGH-SPEED RAIL, TAMPA TO ORLANDO, HILLSBOROUGH, ORANGE, OSCEOLA, AND POLK COUNTIES, FLORIDA. AN - 36351894; 10391-030398_0005 AB - PURPOSE: The construction and operation of a high-speed rail connection between Tampa and Orlando, Florida are proposed. The fixed-guideway monorail or magnetic levitation system would be capable of speeds in excess of 120 miles per hour. The rail line would extend from the downtown area of Tampa to Orlando International Airport (OIA). Presently, passenger movements in the Tampa-Orlando corridor is provided by highway. Increasing population, employment, and tourism rates have elevated travel demand above the capacity of the existing road system. This draft EIS considers a No-Build Alternative, two technology alternatives, and four alignment alternatives for each technology. Regarding technology alternatives, Fluor Bombardier (FB) would provide a gas turbine-powered locomotive-hauled train technology, known as "Jet Train". The Jet Train would use passenger equipment similar to Amtrak's Acela Express trains presently operating between the District of Columbia and Boston, Massachusetts. FB's system would have a top speed of 125 mph, provide for 14 round trips per day, include eight shuttle trips between OIA and Disney land, and offer a seating capacity of 292 passengers. The Global Rail Consortium (Global) would provide an electric powered locomotive-hauled train technology, powered by an overhead catenary system similar to that used on the line between New Haven, Connecticut and Boston, Massachusetts. The Global system would employ the French-designed TGV Atlantique train sets. Global's system would have a top speed of 160 mph, provide for 16 round trips per day, include 17 shuttle trips between OIA and Disney land, and offer a seating capacity of 250 passengers. Estimated costs of the alternative system /alignments alternatives range from $2.0 billion to $2.5 million. POSITIVE IMPACTS: The rail system would reduce vehicular traffic congestion on arterial roads connecting the five largest urban areas within the state and provide an alternative to vehicular use to the traveling public. This enhanced passenger mobility would provide an essential component in the sustained growth of the region and improve the quality of life of the region's residents significantly. The reduction of congestion on parallel highways would significantly enhance regional air quality. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of up to three residences, three to 23 businesses, 24.4 to 40 acres of wetlands, 54.5 to 61 acres of floodplain, and 6.5 to 9.5 acres of floodway. One recreational facility and five to seven historic sites protected by federal jurisdiction would be affected. The project would also affect eight to 12 schools, five to 10 community facilities, five to seven parks, four to six cemeteries, and 12 to 15 churches. Noise generated by rail operations would affect five to 105 residences and, possibly, one or two institutional receptor sites. Vibration impacts would affect one to 44 residences and could affect one public site. Habitat for nine to 16 federally protected species would be affected. Construction activities would disturb up to seven petroleum sites and four to 12 hazardous materials sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (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: 030398, 361 pages and maps, August 25, 2003 PY - 2003 VL - 5 KW - Roads and Railroads KW - Airports KW - Cemeteries KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Floodways KW - Hazardous Materials KW - Noise Standards Violations KW - Parks KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Recreation Facilities KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Transportation KW - Wetlands KW - Florida KW - Department of Transportation Act of 1966, Recreation Resources KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36351894?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-08-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FLORIDA+HIGH-SPEED+RAIL%2C+TAMPA+TO+ORLANDO%2C+HILLSBOROUGH%2C+ORANGE%2C+OSCEOLA%2C+AND+POLK+COUNTIES%2C+FLORIDA.&rft.title=FLORIDA+HIGH-SPEED+RAIL%2C+TAMPA+TO+ORLANDO%2C+HILLSBOROUGH%2C+ORANGE%2C+OSCEOLA%2C+AND+POLK+COUNTIES%2C+FLORIDA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 25, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FLORIDA HIGH-SPEED RAIL, TAMPA TO ORLANDO, HILLSBOROUGH, ORANGE, OSCEOLA, AND POLK COUNTIES, FLORIDA. [Part 19 of 28] T2 - FLORIDA HIGH-SPEED RAIL, TAMPA TO ORLANDO, HILLSBOROUGH, ORANGE, OSCEOLA, AND POLK COUNTIES, FLORIDA. AN - 36351764; 10391-030398_0019 AB - PURPOSE: The construction and operation of a high-speed rail connection between Tampa and Orlando, Florida are proposed. The fixed-guideway monorail or magnetic levitation system would be capable of speeds in excess of 120 miles per hour. The rail line would extend from the downtown area of Tampa to Orlando International Airport (OIA). Presently, passenger movements in the Tampa-Orlando corridor is provided by highway. Increasing population, employment, and tourism rates have elevated travel demand above the capacity of the existing road system. This draft EIS considers a No-Build Alternative, two technology alternatives, and four alignment alternatives for each technology. Regarding technology alternatives, Fluor Bombardier (FB) would provide a gas turbine-powered locomotive-hauled train technology, known as "Jet Train". The Jet Train would use passenger equipment similar to Amtrak's Acela Express trains presently operating between the District of Columbia and Boston, Massachusetts. FB's system would have a top speed of 125 mph, provide for 14 round trips per day, include eight shuttle trips between OIA and Disney land, and offer a seating capacity of 292 passengers. The Global Rail Consortium (Global) would provide an electric powered locomotive-hauled train technology, powered by an overhead catenary system similar to that used on the line between New Haven, Connecticut and Boston, Massachusetts. The Global system would employ the French-designed TGV Atlantique train sets. Global's system would have a top speed of 160 mph, provide for 16 round trips per day, include 17 shuttle trips between OIA and Disney land, and offer a seating capacity of 250 passengers. Estimated costs of the alternative system /alignments alternatives range from $2.0 billion to $2.5 million. POSITIVE IMPACTS: The rail system would reduce vehicular traffic congestion on arterial roads connecting the five largest urban areas within the state and provide an alternative to vehicular use to the traveling public. This enhanced passenger mobility would provide an essential component in the sustained growth of the region and improve the quality of life of the region's residents significantly. The reduction of congestion on parallel highways would significantly enhance regional air quality. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of up to three residences, three to 23 businesses, 24.4 to 40 acres of wetlands, 54.5 to 61 acres of floodplain, and 6.5 to 9.5 acres of floodway. One recreational facility and five to seven historic sites protected by federal jurisdiction would be affected. The project would also affect eight to 12 schools, five to 10 community facilities, five to seven parks, four to six cemeteries, and 12 to 15 churches. Noise generated by rail operations would affect five to 105 residences and, possibly, one or two institutional receptor sites. Vibration impacts would affect one to 44 residences and could affect one public site. Habitat for nine to 16 federally protected species would be affected. Construction activities would disturb up to seven petroleum sites and four to 12 hazardous materials sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (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: 030398, 361 pages and maps, August 25, 2003 PY - 2003 VL - 19 KW - Roads and Railroads KW - Airports KW - Cemeteries KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Floodways KW - Hazardous Materials KW - Noise Standards Violations KW - Parks KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Recreation Facilities KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Transportation KW - Wetlands KW - Florida KW - Department of Transportation Act of 1966, Recreation Resources KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36351764?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 25, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FLORIDA HIGH-SPEED RAIL, TAMPA TO ORLANDO, HILLSBOROUGH, ORANGE, OSCEOLA, AND POLK COUNTIES, FLORIDA. [Part 14 of 28] T2 - FLORIDA HIGH-SPEED RAIL, TAMPA TO ORLANDO, HILLSBOROUGH, ORANGE, OSCEOLA, AND POLK COUNTIES, FLORIDA. AN - 36351667; 10391-030398_0014 AB - PURPOSE: The construction and operation of a high-speed rail connection between Tampa and Orlando, Florida are proposed. The fixed-guideway monorail or magnetic levitation system would be capable of speeds in excess of 120 miles per hour. The rail line would extend from the downtown area of Tampa to Orlando International Airport (OIA). Presently, passenger movements in the Tampa-Orlando corridor is provided by highway. Increasing population, employment, and tourism rates have elevated travel demand above the capacity of the existing road system. This draft EIS considers a No-Build Alternative, two technology alternatives, and four alignment alternatives for each technology. Regarding technology alternatives, Fluor Bombardier (FB) would provide a gas turbine-powered locomotive-hauled train technology, known as "Jet Train". The Jet Train would use passenger equipment similar to Amtrak's Acela Express trains presently operating between the District of Columbia and Boston, Massachusetts. FB's system would have a top speed of 125 mph, provide for 14 round trips per day, include eight shuttle trips between OIA and Disney land, and offer a seating capacity of 292 passengers. The Global Rail Consortium (Global) would provide an electric powered locomotive-hauled train technology, powered by an overhead catenary system similar to that used on the line between New Haven, Connecticut and Boston, Massachusetts. The Global system would employ the French-designed TGV Atlantique train sets. Global's system would have a top speed of 160 mph, provide for 16 round trips per day, include 17 shuttle trips between OIA and Disney land, and offer a seating capacity of 250 passengers. Estimated costs of the alternative system /alignments alternatives range from $2.0 billion to $2.5 million. POSITIVE IMPACTS: The rail system would reduce vehicular traffic congestion on arterial roads connecting the five largest urban areas within the state and provide an alternative to vehicular use to the traveling public. This enhanced passenger mobility would provide an essential component in the sustained growth of the region and improve the quality of life of the region's residents significantly. The reduction of congestion on parallel highways would significantly enhance regional air quality. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of up to three residences, three to 23 businesses, 24.4 to 40 acres of wetlands, 54.5 to 61 acres of floodplain, and 6.5 to 9.5 acres of floodway. One recreational facility and five to seven historic sites protected by federal jurisdiction would be affected. The project would also affect eight to 12 schools, five to 10 community facilities, five to seven parks, four to six cemeteries, and 12 to 15 churches. Noise generated by rail operations would affect five to 105 residences and, possibly, one or two institutional receptor sites. Vibration impacts would affect one to 44 residences and could affect one public site. Habitat for nine to 16 federally protected species would be affected. Construction activities would disturb up to seven petroleum sites and four to 12 hazardous materials sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (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: 030398, 361 pages and maps, August 25, 2003 PY - 2003 VL - 14 KW - Roads and Railroads KW - Airports KW - Cemeteries KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Floodways KW - Hazardous Materials KW - Noise Standards Violations KW - Parks KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Recreation Facilities KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Transportation KW - Wetlands KW - Florida KW - Department of Transportation Act of 1966, Recreation Resources KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36351667?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-08-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FLORIDA+HIGH-SPEED+RAIL%2C+TAMPA+TO+ORLANDO%2C+HILLSBOROUGH%2C+ORANGE%2C+OSCEOLA%2C+AND+POLK+COUNTIES%2C+FLORIDA.&rft.title=FLORIDA+HIGH-SPEED+RAIL%2C+TAMPA+TO+ORLANDO%2C+HILLSBOROUGH%2C+ORANGE%2C+OSCEOLA%2C+AND+POLK+COUNTIES%2C+FLORIDA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 25, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FLORIDA HIGH-SPEED RAIL, TAMPA TO ORLANDO, HILLSBOROUGH, ORANGE, OSCEOLA, AND POLK COUNTIES, FLORIDA. [Part 18 of 28] T2 - FLORIDA HIGH-SPEED RAIL, TAMPA TO ORLANDO, HILLSBOROUGH, ORANGE, OSCEOLA, AND POLK COUNTIES, FLORIDA. AN - 36351643; 10391-030398_0018 AB - PURPOSE: The construction and operation of a high-speed rail connection between Tampa and Orlando, Florida are proposed. The fixed-guideway monorail or magnetic levitation system would be capable of speeds in excess of 120 miles per hour. The rail line would extend from the downtown area of Tampa to Orlando International Airport (OIA). Presently, passenger movements in the Tampa-Orlando corridor is provided by highway. Increasing population, employment, and tourism rates have elevated travel demand above the capacity of the existing road system. This draft EIS considers a No-Build Alternative, two technology alternatives, and four alignment alternatives for each technology. Regarding technology alternatives, Fluor Bombardier (FB) would provide a gas turbine-powered locomotive-hauled train technology, known as "Jet Train". The Jet Train would use passenger equipment similar to Amtrak's Acela Express trains presently operating between the District of Columbia and Boston, Massachusetts. FB's system would have a top speed of 125 mph, provide for 14 round trips per day, include eight shuttle trips between OIA and Disney land, and offer a seating capacity of 292 passengers. The Global Rail Consortium (Global) would provide an electric powered locomotive-hauled train technology, powered by an overhead catenary system similar to that used on the line between New Haven, Connecticut and Boston, Massachusetts. The Global system would employ the French-designed TGV Atlantique train sets. Global's system would have a top speed of 160 mph, provide for 16 round trips per day, include 17 shuttle trips between OIA and Disney land, and offer a seating capacity of 250 passengers. Estimated costs of the alternative system /alignments alternatives range from $2.0 billion to $2.5 million. POSITIVE IMPACTS: The rail system would reduce vehicular traffic congestion on arterial roads connecting the five largest urban areas within the state and provide an alternative to vehicular use to the traveling public. This enhanced passenger mobility would provide an essential component in the sustained growth of the region and improve the quality of life of the region's residents significantly. The reduction of congestion on parallel highways would significantly enhance regional air quality. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of up to three residences, three to 23 businesses, 24.4 to 40 acres of wetlands, 54.5 to 61 acres of floodplain, and 6.5 to 9.5 acres of floodway. One recreational facility and five to seven historic sites protected by federal jurisdiction would be affected. The project would also affect eight to 12 schools, five to 10 community facilities, five to seven parks, four to six cemeteries, and 12 to 15 churches. Noise generated by rail operations would affect five to 105 residences and, possibly, one or two institutional receptor sites. Vibration impacts would affect one to 44 residences and could affect one public site. Habitat for nine to 16 federally protected species would be affected. Construction activities would disturb up to seven petroleum sites and four to 12 hazardous materials sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (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: 030398, 361 pages and maps, August 25, 2003 PY - 2003 VL - 18 KW - Roads and Railroads KW - Airports KW - Cemeteries KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Floodways KW - Hazardous Materials KW - Noise Standards Violations KW - Parks KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Recreation Facilities KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Transportation KW - Wetlands KW - Florida KW - Department of Transportation Act of 1966, Recreation Resources KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36351643?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 25, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FLORIDA HIGH-SPEED RAIL, TAMPA TO ORLANDO, HILLSBOROUGH, ORANGE, OSCEOLA, AND POLK COUNTIES, FLORIDA. [Part 12 of 28] T2 - FLORIDA HIGH-SPEED RAIL, TAMPA TO ORLANDO, HILLSBOROUGH, ORANGE, OSCEOLA, AND POLK COUNTIES, FLORIDA. AN - 36351589; 10391-030398_0012 AB - PURPOSE: The construction and operation of a high-speed rail connection between Tampa and Orlando, Florida are proposed. The fixed-guideway monorail or magnetic levitation system would be capable of speeds in excess of 120 miles per hour. The rail line would extend from the downtown area of Tampa to Orlando International Airport (OIA). Presently, passenger movements in the Tampa-Orlando corridor is provided by highway. Increasing population, employment, and tourism rates have elevated travel demand above the capacity of the existing road system. This draft EIS considers a No-Build Alternative, two technology alternatives, and four alignment alternatives for each technology. Regarding technology alternatives, Fluor Bombardier (FB) would provide a gas turbine-powered locomotive-hauled train technology, known as "Jet Train". The Jet Train would use passenger equipment similar to Amtrak's Acela Express trains presently operating between the District of Columbia and Boston, Massachusetts. FB's system would have a top speed of 125 mph, provide for 14 round trips per day, include eight shuttle trips between OIA and Disney land, and offer a seating capacity of 292 passengers. The Global Rail Consortium (Global) would provide an electric powered locomotive-hauled train technology, powered by an overhead catenary system similar to that used on the line between New Haven, Connecticut and Boston, Massachusetts. The Global system would employ the French-designed TGV Atlantique train sets. Global's system would have a top speed of 160 mph, provide for 16 round trips per day, include 17 shuttle trips between OIA and Disney land, and offer a seating capacity of 250 passengers. Estimated costs of the alternative system /alignments alternatives range from $2.0 billion to $2.5 million. POSITIVE IMPACTS: The rail system would reduce vehicular traffic congestion on arterial roads connecting the five largest urban areas within the state and provide an alternative to vehicular use to the traveling public. This enhanced passenger mobility would provide an essential component in the sustained growth of the region and improve the quality of life of the region's residents significantly. The reduction of congestion on parallel highways would significantly enhance regional air quality. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of up to three residences, three to 23 businesses, 24.4 to 40 acres of wetlands, 54.5 to 61 acres of floodplain, and 6.5 to 9.5 acres of floodway. One recreational facility and five to seven historic sites protected by federal jurisdiction would be affected. The project would also affect eight to 12 schools, five to 10 community facilities, five to seven parks, four to six cemeteries, and 12 to 15 churches. Noise generated by rail operations would affect five to 105 residences and, possibly, one or two institutional receptor sites. Vibration impacts would affect one to 44 residences and could affect one public site. Habitat for nine to 16 federally protected species would be affected. Construction activities would disturb up to seven petroleum sites and four to 12 hazardous materials sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (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: 030398, 361 pages and maps, August 25, 2003 PY - 2003 VL - 12 KW - Roads and Railroads KW - Airports KW - Cemeteries KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Floodways KW - Hazardous Materials KW - Noise Standards Violations KW - Parks KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Recreation Facilities KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Transportation KW - Wetlands KW - Florida KW - Department of Transportation Act of 1966, Recreation Resources KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36351589?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-08-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FLORIDA+HIGH-SPEED+RAIL%2C+TAMPA+TO+ORLANDO%2C+HILLSBOROUGH%2C+ORANGE%2C+OSCEOLA%2C+AND+POLK+COUNTIES%2C+FLORIDA.&rft.title=FLORIDA+HIGH-SPEED+RAIL%2C+TAMPA+TO+ORLANDO%2C+HILLSBOROUGH%2C+ORANGE%2C+OSCEOLA%2C+AND+POLK+COUNTIES%2C+FLORIDA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 25, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FLORIDA HIGH-SPEED RAIL, TAMPA TO ORLANDO, HILLSBOROUGH, ORANGE, OSCEOLA, AND POLK COUNTIES, FLORIDA. [Part 10 of 28] T2 - FLORIDA HIGH-SPEED RAIL, TAMPA TO ORLANDO, HILLSBOROUGH, ORANGE, OSCEOLA, AND POLK COUNTIES, FLORIDA. AN - 36351511; 10391-030398_0010 AB - PURPOSE: The construction and operation of a high-speed rail connection between Tampa and Orlando, Florida are proposed. The fixed-guideway monorail or magnetic levitation system would be capable of speeds in excess of 120 miles per hour. The rail line would extend from the downtown area of Tampa to Orlando International Airport (OIA). Presently, passenger movements in the Tampa-Orlando corridor is provided by highway. Increasing population, employment, and tourism rates have elevated travel demand above the capacity of the existing road system. This draft EIS considers a No-Build Alternative, two technology alternatives, and four alignment alternatives for each technology. Regarding technology alternatives, Fluor Bombardier (FB) would provide a gas turbine-powered locomotive-hauled train technology, known as "Jet Train". The Jet Train would use passenger equipment similar to Amtrak's Acela Express trains presently operating between the District of Columbia and Boston, Massachusetts. FB's system would have a top speed of 125 mph, provide for 14 round trips per day, include eight shuttle trips between OIA and Disney land, and offer a seating capacity of 292 passengers. The Global Rail Consortium (Global) would provide an electric powered locomotive-hauled train technology, powered by an overhead catenary system similar to that used on the line between New Haven, Connecticut and Boston, Massachusetts. The Global system would employ the French-designed TGV Atlantique train sets. Global's system would have a top speed of 160 mph, provide for 16 round trips per day, include 17 shuttle trips between OIA and Disney land, and offer a seating capacity of 250 passengers. Estimated costs of the alternative system /alignments alternatives range from $2.0 billion to $2.5 million. POSITIVE IMPACTS: The rail system would reduce vehicular traffic congestion on arterial roads connecting the five largest urban areas within the state and provide an alternative to vehicular use to the traveling public. This enhanced passenger mobility would provide an essential component in the sustained growth of the region and improve the quality of life of the region's residents significantly. The reduction of congestion on parallel highways would significantly enhance regional air quality. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of up to three residences, three to 23 businesses, 24.4 to 40 acres of wetlands, 54.5 to 61 acres of floodplain, and 6.5 to 9.5 acres of floodway. One recreational facility and five to seven historic sites protected by federal jurisdiction would be affected. The project would also affect eight to 12 schools, five to 10 community facilities, five to seven parks, four to six cemeteries, and 12 to 15 churches. Noise generated by rail operations would affect five to 105 residences and, possibly, one or two institutional receptor sites. Vibration impacts would affect one to 44 residences and could affect one public site. Habitat for nine to 16 federally protected species would be affected. Construction activities would disturb up to seven petroleum sites and four to 12 hazardous materials sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (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: 030398, 361 pages and maps, August 25, 2003 PY - 2003 VL - 10 KW - Roads and Railroads KW - Airports KW - Cemeteries KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Floodways KW - Hazardous Materials KW - Noise Standards Violations KW - Parks KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Recreation Facilities KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Transportation KW - Wetlands KW - Florida KW - Department of Transportation Act of 1966, Recreation Resources KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36351511?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 25, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FLORIDA HIGH-SPEED RAIL, TAMPA TO ORLANDO, HILLSBOROUGH, ORANGE, OSCEOLA, AND POLK COUNTIES, FLORIDA. [Part 3 of 28] T2 - FLORIDA HIGH-SPEED RAIL, TAMPA TO ORLANDO, HILLSBOROUGH, ORANGE, OSCEOLA, AND POLK COUNTIES, FLORIDA. AN - 36350621; 10391-030398_0003 AB - PURPOSE: The construction and operation of a high-speed rail connection between Tampa and Orlando, Florida are proposed. The fixed-guideway monorail or magnetic levitation system would be capable of speeds in excess of 120 miles per hour. The rail line would extend from the downtown area of Tampa to Orlando International Airport (OIA). Presently, passenger movements in the Tampa-Orlando corridor is provided by highway. Increasing population, employment, and tourism rates have elevated travel demand above the capacity of the existing road system. This draft EIS considers a No-Build Alternative, two technology alternatives, and four alignment alternatives for each technology. Regarding technology alternatives, Fluor Bombardier (FB) would provide a gas turbine-powered locomotive-hauled train technology, known as "Jet Train". The Jet Train would use passenger equipment similar to Amtrak's Acela Express trains presently operating between the District of Columbia and Boston, Massachusetts. FB's system would have a top speed of 125 mph, provide for 14 round trips per day, include eight shuttle trips between OIA and Disney land, and offer a seating capacity of 292 passengers. The Global Rail Consortium (Global) would provide an electric powered locomotive-hauled train technology, powered by an overhead catenary system similar to that used on the line between New Haven, Connecticut and Boston, Massachusetts. The Global system would employ the French-designed TGV Atlantique train sets. Global's system would have a top speed of 160 mph, provide for 16 round trips per day, include 17 shuttle trips between OIA and Disney land, and offer a seating capacity of 250 passengers. Estimated costs of the alternative system /alignments alternatives range from $2.0 billion to $2.5 million. POSITIVE IMPACTS: The rail system would reduce vehicular traffic congestion on arterial roads connecting the five largest urban areas within the state and provide an alternative to vehicular use to the traveling public. This enhanced passenger mobility would provide an essential component in the sustained growth of the region and improve the quality of life of the region's residents significantly. The reduction of congestion on parallel highways would significantly enhance regional air quality. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of up to three residences, three to 23 businesses, 24.4 to 40 acres of wetlands, 54.5 to 61 acres of floodplain, and 6.5 to 9.5 acres of floodway. One recreational facility and five to seven historic sites protected by federal jurisdiction would be affected. The project would also affect eight to 12 schools, five to 10 community facilities, five to seven parks, four to six cemeteries, and 12 to 15 churches. Noise generated by rail operations would affect five to 105 residences and, possibly, one or two institutional receptor sites. Vibration impacts would affect one to 44 residences and could affect one public site. Habitat for nine to 16 federally protected species would be affected. Construction activities would disturb up to seven petroleum sites and four to 12 hazardous materials sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (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: 030398, 361 pages and maps, August 25, 2003 PY - 2003 VL - 3 KW - Roads and Railroads KW - Airports KW - Cemeteries KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Floodways KW - Hazardous Materials KW - Noise Standards Violations KW - Parks KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Recreation Facilities KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Transportation KW - Wetlands KW - Florida KW - Department of Transportation Act of 1966, Recreation Resources KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36350621?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-08-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FLORIDA+HIGH-SPEED+RAIL%2C+TAMPA+TO+ORLANDO%2C+HILLSBOROUGH%2C+ORANGE%2C+OSCEOLA%2C+AND+POLK+COUNTIES%2C+FLORIDA.&rft.title=FLORIDA+HIGH-SPEED+RAIL%2C+TAMPA+TO+ORLANDO%2C+HILLSBOROUGH%2C+ORANGE%2C+OSCEOLA%2C+AND+POLK+COUNTIES%2C+FLORIDA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 25, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FLORIDA HIGH-SPEED RAIL, TAMPA TO ORLANDO, HILLSBOROUGH, ORANGE, OSCEOLA, AND POLK COUNTIES, FLORIDA. [Part 1 of 28] T2 - FLORIDA HIGH-SPEED RAIL, TAMPA TO ORLANDO, HILLSBOROUGH, ORANGE, OSCEOLA, AND POLK COUNTIES, FLORIDA. AN - 36350524; 10391-030398_0001 AB - PURPOSE: The construction and operation of a high-speed rail connection between Tampa and Orlando, Florida are proposed. The fixed-guideway monorail or magnetic levitation system would be capable of speeds in excess of 120 miles per hour. The rail line would extend from the downtown area of Tampa to Orlando International Airport (OIA). Presently, passenger movements in the Tampa-Orlando corridor is provided by highway. Increasing population, employment, and tourism rates have elevated travel demand above the capacity of the existing road system. This draft EIS considers a No-Build Alternative, two technology alternatives, and four alignment alternatives for each technology. Regarding technology alternatives, Fluor Bombardier (FB) would provide a gas turbine-powered locomotive-hauled train technology, known as "Jet Train". The Jet Train would use passenger equipment similar to Amtrak's Acela Express trains presently operating between the District of Columbia and Boston, Massachusetts. FB's system would have a top speed of 125 mph, provide for 14 round trips per day, include eight shuttle trips between OIA and Disney land, and offer a seating capacity of 292 passengers. The Global Rail Consortium (Global) would provide an electric powered locomotive-hauled train technology, powered by an overhead catenary system similar to that used on the line between New Haven, Connecticut and Boston, Massachusetts. The Global system would employ the French-designed TGV Atlantique train sets. Global's system would have a top speed of 160 mph, provide for 16 round trips per day, include 17 shuttle trips between OIA and Disney land, and offer a seating capacity of 250 passengers. Estimated costs of the alternative system /alignments alternatives range from $2.0 billion to $2.5 million. POSITIVE IMPACTS: The rail system would reduce vehicular traffic congestion on arterial roads connecting the five largest urban areas within the state and provide an alternative to vehicular use to the traveling public. This enhanced passenger mobility would provide an essential component in the sustained growth of the region and improve the quality of life of the region's residents significantly. The reduction of congestion on parallel highways would significantly enhance regional air quality. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of up to three residences, three to 23 businesses, 24.4 to 40 acres of wetlands, 54.5 to 61 acres of floodplain, and 6.5 to 9.5 acres of floodway. One recreational facility and five to seven historic sites protected by federal jurisdiction would be affected. The project would also affect eight to 12 schools, five to 10 community facilities, five to seven parks, four to six cemeteries, and 12 to 15 churches. Noise generated by rail operations would affect five to 105 residences and, possibly, one or two institutional receptor sites. Vibration impacts would affect one to 44 residences and could affect one public site. Habitat for nine to 16 federally protected species would be affected. Construction activities would disturb up to seven petroleum sites and four to 12 hazardous materials sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (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: 030398, 361 pages and maps, August 25, 2003 PY - 2003 VL - 1 KW - Roads and Railroads KW - Airports KW - Cemeteries KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Floodways KW - Hazardous Materials KW - Noise Standards Violations KW - Parks KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Recreation Facilities KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Transportation KW - Wetlands KW - Florida KW - Department of Transportation Act of 1966, Recreation Resources KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36350524?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 25, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FLORIDA HIGH-SPEED RAIL, TAMPA TO ORLANDO, HILLSBOROUGH, ORANGE, OSCEOLA, AND POLK COUNTIES, FLORIDA. [Part 15 of 28] T2 - FLORIDA HIGH-SPEED RAIL, TAMPA TO ORLANDO, HILLSBOROUGH, ORANGE, OSCEOLA, AND POLK COUNTIES, FLORIDA. AN - 36350262; 10391-030398_0015 AB - PURPOSE: The construction and operation of a high-speed rail connection between Tampa and Orlando, Florida are proposed. The fixed-guideway monorail or magnetic levitation system would be capable of speeds in excess of 120 miles per hour. The rail line would extend from the downtown area of Tampa to Orlando International Airport (OIA). Presently, passenger movements in the Tampa-Orlando corridor is provided by highway. Increasing population, employment, and tourism rates have elevated travel demand above the capacity of the existing road system. This draft EIS considers a No-Build Alternative, two technology alternatives, and four alignment alternatives for each technology. Regarding technology alternatives, Fluor Bombardier (FB) would provide a gas turbine-powered locomotive-hauled train technology, known as "Jet Train". The Jet Train would use passenger equipment similar to Amtrak's Acela Express trains presently operating between the District of Columbia and Boston, Massachusetts. FB's system would have a top speed of 125 mph, provide for 14 round trips per day, include eight shuttle trips between OIA and Disney land, and offer a seating capacity of 292 passengers. The Global Rail Consortium (Global) would provide an electric powered locomotive-hauled train technology, powered by an overhead catenary system similar to that used on the line between New Haven, Connecticut and Boston, Massachusetts. The Global system would employ the French-designed TGV Atlantique train sets. Global's system would have a top speed of 160 mph, provide for 16 round trips per day, include 17 shuttle trips between OIA and Disney land, and offer a seating capacity of 250 passengers. Estimated costs of the alternative system /alignments alternatives range from $2.0 billion to $2.5 million. POSITIVE IMPACTS: The rail system would reduce vehicular traffic congestion on arterial roads connecting the five largest urban areas within the state and provide an alternative to vehicular use to the traveling public. This enhanced passenger mobility would provide an essential component in the sustained growth of the region and improve the quality of life of the region's residents significantly. The reduction of congestion on parallel highways would significantly enhance regional air quality. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of up to three residences, three to 23 businesses, 24.4 to 40 acres of wetlands, 54.5 to 61 acres of floodplain, and 6.5 to 9.5 acres of floodway. One recreational facility and five to seven historic sites protected by federal jurisdiction would be affected. The project would also affect eight to 12 schools, five to 10 community facilities, five to seven parks, four to six cemeteries, and 12 to 15 churches. Noise generated by rail operations would affect five to 105 residences and, possibly, one or two institutional receptor sites. Vibration impacts would affect one to 44 residences and could affect one public site. Habitat for nine to 16 federally protected species would be affected. Construction activities would disturb up to seven petroleum sites and four to 12 hazardous materials sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (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: 030398, 361 pages and maps, August 25, 2003 PY - 2003 VL - 15 KW - Roads and Railroads KW - Airports KW - Cemeteries KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Floodways KW - Hazardous Materials KW - Noise Standards Violations KW - Parks KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Recreation Facilities KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Transportation KW - Wetlands KW - Florida KW - Department of Transportation Act of 1966, Recreation Resources KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36350262?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-08-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FLORIDA+HIGH-SPEED+RAIL%2C+TAMPA+TO+ORLANDO%2C+HILLSBOROUGH%2C+ORANGE%2C+OSCEOLA%2C+AND+POLK+COUNTIES%2C+FLORIDA.&rft.title=FLORIDA+HIGH-SPEED+RAIL%2C+TAMPA+TO+ORLANDO%2C+HILLSBOROUGH%2C+ORANGE%2C+OSCEOLA%2C+AND+POLK+COUNTIES%2C+FLORIDA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 25, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FLORIDA HIGH-SPEED RAIL, TAMPA TO ORLANDO, HILLSBOROUGH, ORANGE, OSCEOLA, AND POLK COUNTIES, FLORIDA. [Part 4 of 28] T2 - FLORIDA HIGH-SPEED RAIL, TAMPA TO ORLANDO, HILLSBOROUGH, ORANGE, OSCEOLA, AND POLK COUNTIES, FLORIDA. AN - 36349819; 10391-030398_0004 AB - PURPOSE: The construction and operation of a high-speed rail connection between Tampa and Orlando, Florida are proposed. The fixed-guideway monorail or magnetic levitation system would be capable of speeds in excess of 120 miles per hour. The rail line would extend from the downtown area of Tampa to Orlando International Airport (OIA). Presently, passenger movements in the Tampa-Orlando corridor is provided by highway. Increasing population, employment, and tourism rates have elevated travel demand above the capacity of the existing road system. This draft EIS considers a No-Build Alternative, two technology alternatives, and four alignment alternatives for each technology. Regarding technology alternatives, Fluor Bombardier (FB) would provide a gas turbine-powered locomotive-hauled train technology, known as "Jet Train". The Jet Train would use passenger equipment similar to Amtrak's Acela Express trains presently operating between the District of Columbia and Boston, Massachusetts. FB's system would have a top speed of 125 mph, provide for 14 round trips per day, include eight shuttle trips between OIA and Disney land, and offer a seating capacity of 292 passengers. The Global Rail Consortium (Global) would provide an electric powered locomotive-hauled train technology, powered by an overhead catenary system similar to that used on the line between New Haven, Connecticut and Boston, Massachusetts. The Global system would employ the French-designed TGV Atlantique train sets. Global's system would have a top speed of 160 mph, provide for 16 round trips per day, include 17 shuttle trips between OIA and Disney land, and offer a seating capacity of 250 passengers. Estimated costs of the alternative system /alignments alternatives range from $2.0 billion to $2.5 million. POSITIVE IMPACTS: The rail system would reduce vehicular traffic congestion on arterial roads connecting the five largest urban areas within the state and provide an alternative to vehicular use to the traveling public. This enhanced passenger mobility would provide an essential component in the sustained growth of the region and improve the quality of life of the region's residents significantly. The reduction of congestion on parallel highways would significantly enhance regional air quality. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of up to three residences, three to 23 businesses, 24.4 to 40 acres of wetlands, 54.5 to 61 acres of floodplain, and 6.5 to 9.5 acres of floodway. One recreational facility and five to seven historic sites protected by federal jurisdiction would be affected. The project would also affect eight to 12 schools, five to 10 community facilities, five to seven parks, four to six cemeteries, and 12 to 15 churches. Noise generated by rail operations would affect five to 105 residences and, possibly, one or two institutional receptor sites. Vibration impacts would affect one to 44 residences and could affect one public site. Habitat for nine to 16 federally protected species would be affected. Construction activities would disturb up to seven petroleum sites and four to 12 hazardous materials sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (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: 030398, 361 pages and maps, August 25, 2003 PY - 2003 VL - 4 KW - Roads and Railroads KW - Airports KW - Cemeteries KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Floodways KW - Hazardous Materials KW - Noise Standards Violations KW - Parks KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Recreation Facilities KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Transportation KW - Wetlands KW - Florida KW - Department of Transportation Act of 1966, Recreation Resources KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36349819?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 25, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FLORIDA HIGH-SPEED RAIL, TAMPA TO ORLANDO, HILLSBOROUGH, ORANGE, OSCEOLA, AND POLK COUNTIES, FLORIDA. [Part 28 of 28] T2 - FLORIDA HIGH-SPEED RAIL, TAMPA TO ORLANDO, HILLSBOROUGH, ORANGE, OSCEOLA, AND POLK COUNTIES, FLORIDA. AN - 36349763; 10391-030398_0028 AB - PURPOSE: The construction and operation of a high-speed rail connection between Tampa and Orlando, Florida are proposed. The fixed-guideway monorail or magnetic levitation system would be capable of speeds in excess of 120 miles per hour. The rail line would extend from the downtown area of Tampa to Orlando International Airport (OIA). Presently, passenger movements in the Tampa-Orlando corridor is provided by highway. Increasing population, employment, and tourism rates have elevated travel demand above the capacity of the existing road system. This draft EIS considers a No-Build Alternative, two technology alternatives, and four alignment alternatives for each technology. Regarding technology alternatives, Fluor Bombardier (FB) would provide a gas turbine-powered locomotive-hauled train technology, known as "Jet Train". The Jet Train would use passenger equipment similar to Amtrak's Acela Express trains presently operating between the District of Columbia and Boston, Massachusetts. FB's system would have a top speed of 125 mph, provide for 14 round trips per day, include eight shuttle trips between OIA and Disney land, and offer a seating capacity of 292 passengers. The Global Rail Consortium (Global) would provide an electric powered locomotive-hauled train technology, powered by an overhead catenary system similar to that used on the line between New Haven, Connecticut and Boston, Massachusetts. The Global system would employ the French-designed TGV Atlantique train sets. Global's system would have a top speed of 160 mph, provide for 16 round trips per day, include 17 shuttle trips between OIA and Disney land, and offer a seating capacity of 250 passengers. Estimated costs of the alternative system /alignments alternatives range from $2.0 billion to $2.5 million. POSITIVE IMPACTS: The rail system would reduce vehicular traffic congestion on arterial roads connecting the five largest urban areas within the state and provide an alternative to vehicular use to the traveling public. This enhanced passenger mobility would provide an essential component in the sustained growth of the region and improve the quality of life of the region's residents significantly. The reduction of congestion on parallel highways would significantly enhance regional air quality. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of up to three residences, three to 23 businesses, 24.4 to 40 acres of wetlands, 54.5 to 61 acres of floodplain, and 6.5 to 9.5 acres of floodway. One recreational facility and five to seven historic sites protected by federal jurisdiction would be affected. The project would also affect eight to 12 schools, five to 10 community facilities, five to seven parks, four to six cemeteries, and 12 to 15 churches. Noise generated by rail operations would affect five to 105 residences and, possibly, one or two institutional receptor sites. Vibration impacts would affect one to 44 residences and could affect one public site. Habitat for nine to 16 federally protected species would be affected. Construction activities would disturb up to seven petroleum sites and four to 12 hazardous materials sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (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: 030398, 361 pages and maps, August 25, 2003 PY - 2003 VL - 28 KW - Roads and Railroads KW - Airports KW - Cemeteries KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Floodways KW - Hazardous Materials KW - Noise Standards Violations KW - Parks KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Recreation Facilities KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Transportation KW - Wetlands KW - Florida KW - Department of Transportation Act of 1966, Recreation Resources KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36349763?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-08-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FLORIDA+HIGH-SPEED+RAIL%2C+TAMPA+TO+ORLANDO%2C+HILLSBOROUGH%2C+ORANGE%2C+OSCEOLA%2C+AND+POLK+COUNTIES%2C+FLORIDA.&rft.title=FLORIDA+HIGH-SPEED+RAIL%2C+TAMPA+TO+ORLANDO%2C+HILLSBOROUGH%2C+ORANGE%2C+OSCEOLA%2C+AND+POLK+COUNTIES%2C+FLORIDA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 25, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FLORIDA HIGH-SPEED RAIL, TAMPA TO ORLANDO, HILLSBOROUGH, ORANGE, OSCEOLA, AND POLK COUNTIES, FLORIDA. [Part 13 of 28] T2 - FLORIDA HIGH-SPEED RAIL, TAMPA TO ORLANDO, HILLSBOROUGH, ORANGE, OSCEOLA, AND POLK COUNTIES, FLORIDA. AN - 36349753; 10391-030398_0013 AB - PURPOSE: The construction and operation of a high-speed rail connection between Tampa and Orlando, Florida are proposed. The fixed-guideway monorail or magnetic levitation system would be capable of speeds in excess of 120 miles per hour. The rail line would extend from the downtown area of Tampa to Orlando International Airport (OIA). Presently, passenger movements in the Tampa-Orlando corridor is provided by highway. Increasing population, employment, and tourism rates have elevated travel demand above the capacity of the existing road system. This draft EIS considers a No-Build Alternative, two technology alternatives, and four alignment alternatives for each technology. Regarding technology alternatives, Fluor Bombardier (FB) would provide a gas turbine-powered locomotive-hauled train technology, known as "Jet Train". The Jet Train would use passenger equipment similar to Amtrak's Acela Express trains presently operating between the District of Columbia and Boston, Massachusetts. FB's system would have a top speed of 125 mph, provide for 14 round trips per day, include eight shuttle trips between OIA and Disney land, and offer a seating capacity of 292 passengers. The Global Rail Consortium (Global) would provide an electric powered locomotive-hauled train technology, powered by an overhead catenary system similar to that used on the line between New Haven, Connecticut and Boston, Massachusetts. The Global system would employ the French-designed TGV Atlantique train sets. Global's system would have a top speed of 160 mph, provide for 16 round trips per day, include 17 shuttle trips between OIA and Disney land, and offer a seating capacity of 250 passengers. Estimated costs of the alternative system /alignments alternatives range from $2.0 billion to $2.5 million. POSITIVE IMPACTS: The rail system would reduce vehicular traffic congestion on arterial roads connecting the five largest urban areas within the state and provide an alternative to vehicular use to the traveling public. This enhanced passenger mobility would provide an essential component in the sustained growth of the region and improve the quality of life of the region's residents significantly. The reduction of congestion on parallel highways would significantly enhance regional air quality. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of up to three residences, three to 23 businesses, 24.4 to 40 acres of wetlands, 54.5 to 61 acres of floodplain, and 6.5 to 9.5 acres of floodway. One recreational facility and five to seven historic sites protected by federal jurisdiction would be affected. The project would also affect eight to 12 schools, five to 10 community facilities, five to seven parks, four to six cemeteries, and 12 to 15 churches. Noise generated by rail operations would affect five to 105 residences and, possibly, one or two institutional receptor sites. Vibration impacts would affect one to 44 residences and could affect one public site. Habitat for nine to 16 federally protected species would be affected. Construction activities would disturb up to seven petroleum sites and four to 12 hazardous materials sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (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: 030398, 361 pages and maps, August 25, 2003 PY - 2003 VL - 13 KW - Roads and Railroads KW - Airports KW - Cemeteries KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Floodways KW - Hazardous Materials KW - Noise Standards Violations KW - Parks KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Recreation Facilities KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Transportation KW - Wetlands KW - Florida KW - Department of Transportation Act of 1966, Recreation Resources KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36349753?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-08-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 25, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FLORIDA HIGH-SPEED RAIL, TAMPA TO ORLANDO, HILLSBOROUGH, ORANGE, OSCEOLA, AND POLK COUNTIES, FLORIDA. [Part 26 of 28] T2 - FLORIDA HIGH-SPEED RAIL, TAMPA TO ORLANDO, HILLSBOROUGH, ORANGE, OSCEOLA, AND POLK COUNTIES, FLORIDA. AN - 36349712; 10391-030398_0026 AB - PURPOSE: The construction and operation of a high-speed rail connection between Tampa and Orlando, Florida are proposed. The fixed-guideway monorail or magnetic levitation system would be capable of speeds in excess of 120 miles per hour. The rail line would extend from the downtown area of Tampa to Orlando International Airport (OIA). Presently, passenger movements in the Tampa-Orlando corridor is provided by highway. Increasing population, employment, and tourism rates have elevated travel demand above the capacity of the existing road system. This draft EIS considers a No-Build Alternative, two technology alternatives, and four alignment alternatives for each technology. Regarding technology alternatives, Fluor Bombardier (FB) would provide a gas turbine-powered locomotive-hauled train technology, known as "Jet Train". The Jet Train would use passenger equipment similar to Amtrak's Acela Express trains presently operating between the District of Columbia and Boston, Massachusetts. FB's system would have a top speed of 125 mph, provide for 14 round trips per day, include eight shuttle trips between OIA and Disney land, and offer a seating capacity of 292 passengers. The Global Rail Consortium (Global) would provide an electric powered locomotive-hauled train technology, powered by an overhead catenary system similar to that used on the line between New Haven, Connecticut and Boston, Massachusetts. The Global system would employ the French-designed TGV Atlantique train sets. Global's system would have a top speed of 160 mph, provide for 16 round trips per day, include 17 shuttle trips between OIA and Disney land, and offer a seating capacity of 250 passengers. Estimated costs of the alternative system /alignments alternatives range from $2.0 billion to $2.5 million. POSITIVE IMPACTS: The rail system would reduce vehicular traffic congestion on arterial roads connecting the five largest urban areas within the state and provide an alternative to vehicular use to the traveling public. This enhanced passenger mobility would provide an essential component in the sustained growth of the region and improve the quality of life of the region's residents significantly. The reduction of congestion on parallel highways would significantly enhance regional air quality. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of up to three residences, three to 23 businesses, 24.4 to 40 acres of wetlands, 54.5 to 61 acres of floodplain, and 6.5 to 9.5 acres of floodway. One recreational facility and five to seven historic sites protected by federal jurisdiction would be affected. The project would also affect eight to 12 schools, five to 10 community facilities, five to seven parks, four to six cemeteries, and 12 to 15 churches. Noise generated by rail operations would affect five to 105 residences and, possibly, one or two institutional receptor sites. Vibration impacts would affect one to 44 residences and could affect one public site. Habitat for nine to 16 federally protected species would be affected. Construction activities would disturb up to seven petroleum sites and four to 12 hazardous materials sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (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: 030398, 361 pages and maps, August 25, 2003 PY - 2003 VL - 26 KW - Roads and Railroads KW - Airports KW - Cemeteries KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Floodways KW - Hazardous Materials KW - Noise Standards Violations KW - Parks KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Recreation Facilities KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Transportation KW - Wetlands KW - Florida KW - Department of Transportation Act of 1966, Recreation Resources KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36349712?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-08-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FLORIDA+HIGH-SPEED+RAIL%2C+TAMPA+TO+ORLANDO%2C+HILLSBOROUGH%2C+ORANGE%2C+OSCEOLA%2C+AND+POLK+COUNTIES%2C+FLORIDA.&rft.title=FLORIDA+HIGH-SPEED+RAIL%2C+TAMPA+TO+ORLANDO%2C+HILLSBOROUGH%2C+ORANGE%2C+OSCEOLA%2C+AND+POLK+COUNTIES%2C+FLORIDA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 25, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FLORIDA HIGH-SPEED RAIL, TAMPA TO ORLANDO, HILLSBOROUGH, ORANGE, OSCEOLA, AND POLK COUNTIES, FLORIDA. [Part 25 of 28] T2 - FLORIDA HIGH-SPEED RAIL, TAMPA TO ORLANDO, HILLSBOROUGH, ORANGE, OSCEOLA, AND POLK COUNTIES, FLORIDA. AN - 36349687; 10391-030398_0025 AB - PURPOSE: The construction and operation of a high-speed rail connection between Tampa and Orlando, Florida are proposed. The fixed-guideway monorail or magnetic levitation system would be capable of speeds in excess of 120 miles per hour. The rail line would extend from the downtown area of Tampa to Orlando International Airport (OIA). Presently, passenger movements in the Tampa-Orlando corridor is provided by highway. Increasing population, employment, and tourism rates have elevated travel demand above the capacity of the existing road system. This draft EIS considers a No-Build Alternative, two technology alternatives, and four alignment alternatives for each technology. Regarding technology alternatives, Fluor Bombardier (FB) would provide a gas turbine-powered locomotive-hauled train technology, known as "Jet Train". The Jet Train would use passenger equipment similar to Amtrak's Acela Express trains presently operating between the District of Columbia and Boston, Massachusetts. FB's system would have a top speed of 125 mph, provide for 14 round trips per day, include eight shuttle trips between OIA and Disney land, and offer a seating capacity of 292 passengers. The Global Rail Consortium (Global) would provide an electric powered locomotive-hauled train technology, powered by an overhead catenary system similar to that used on the line between New Haven, Connecticut and Boston, Massachusetts. The Global system would employ the French-designed TGV Atlantique train sets. Global's system would have a top speed of 160 mph, provide for 16 round trips per day, include 17 shuttle trips between OIA and Disney land, and offer a seating capacity of 250 passengers. Estimated costs of the alternative system /alignments alternatives range from $2.0 billion to $2.5 million. POSITIVE IMPACTS: The rail system would reduce vehicular traffic congestion on arterial roads connecting the five largest urban areas within the state and provide an alternative to vehicular use to the traveling public. This enhanced passenger mobility would provide an essential component in the sustained growth of the region and improve the quality of life of the region's residents significantly. The reduction of congestion on parallel highways would significantly enhance regional air quality. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of up to three residences, three to 23 businesses, 24.4 to 40 acres of wetlands, 54.5 to 61 acres of floodplain, and 6.5 to 9.5 acres of floodway. One recreational facility and five to seven historic sites protected by federal jurisdiction would be affected. The project would also affect eight to 12 schools, five to 10 community facilities, five to seven parks, four to six cemeteries, and 12 to 15 churches. Noise generated by rail operations would affect five to 105 residences and, possibly, one or two institutional receptor sites. Vibration impacts would affect one to 44 residences and could affect one public site. Habitat for nine to 16 federally protected species would be affected. Construction activities would disturb up to seven petroleum sites and four to 12 hazardous materials sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (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: 030398, 361 pages and maps, August 25, 2003 PY - 2003 VL - 25 KW - Roads and Railroads KW - Airports KW - Cemeteries KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Floodways KW - Hazardous Materials KW - Noise Standards Violations KW - Parks KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Recreation Facilities KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Transportation KW - Wetlands KW - Florida KW - Department of Transportation Act of 1966, Recreation Resources KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36349687?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 25, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FLORIDA HIGH-SPEED RAIL, TAMPA TO ORLANDO, HILLSBOROUGH, ORANGE, OSCEOLA, AND POLK COUNTIES, FLORIDA. [Part 27 of 28] T2 - FLORIDA HIGH-SPEED RAIL, TAMPA TO ORLANDO, HILLSBOROUGH, ORANGE, OSCEOLA, AND POLK COUNTIES, FLORIDA. AN - 36349680; 10391-030398_0027 AB - PURPOSE: The construction and operation of a high-speed rail connection between Tampa and Orlando, Florida are proposed. The fixed-guideway monorail or magnetic levitation system would be capable of speeds in excess of 120 miles per hour. The rail line would extend from the downtown area of Tampa to Orlando International Airport (OIA). Presently, passenger movements in the Tampa-Orlando corridor is provided by highway. Increasing population, employment, and tourism rates have elevated travel demand above the capacity of the existing road system. This draft EIS considers a No-Build Alternative, two technology alternatives, and four alignment alternatives for each technology. Regarding technology alternatives, Fluor Bombardier (FB) would provide a gas turbine-powered locomotive-hauled train technology, known as "Jet Train". The Jet Train would use passenger equipment similar to Amtrak's Acela Express trains presently operating between the District of Columbia and Boston, Massachusetts. FB's system would have a top speed of 125 mph, provide for 14 round trips per day, include eight shuttle trips between OIA and Disney land, and offer a seating capacity of 292 passengers. The Global Rail Consortium (Global) would provide an electric powered locomotive-hauled train technology, powered by an overhead catenary system similar to that used on the line between New Haven, Connecticut and Boston, Massachusetts. The Global system would employ the French-designed TGV Atlantique train sets. Global's system would have a top speed of 160 mph, provide for 16 round trips per day, include 17 shuttle trips between OIA and Disney land, and offer a seating capacity of 250 passengers. Estimated costs of the alternative system /alignments alternatives range from $2.0 billion to $2.5 million. POSITIVE IMPACTS: The rail system would reduce vehicular traffic congestion on arterial roads connecting the five largest urban areas within the state and provide an alternative to vehicular use to the traveling public. This enhanced passenger mobility would provide an essential component in the sustained growth of the region and improve the quality of life of the region's residents significantly. The reduction of congestion on parallel highways would significantly enhance regional air quality. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of up to three residences, three to 23 businesses, 24.4 to 40 acres of wetlands, 54.5 to 61 acres of floodplain, and 6.5 to 9.5 acres of floodway. One recreational facility and five to seven historic sites protected by federal jurisdiction would be affected. The project would also affect eight to 12 schools, five to 10 community facilities, five to seven parks, four to six cemeteries, and 12 to 15 churches. Noise generated by rail operations would affect five to 105 residences and, possibly, one or two institutional receptor sites. Vibration impacts would affect one to 44 residences and could affect one public site. Habitat for nine to 16 federally protected species would be affected. Construction activities would disturb up to seven petroleum sites and four to 12 hazardous materials sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (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: 030398, 361 pages and maps, August 25, 2003 PY - 2003 VL - 27 KW - Roads and Railroads KW - Airports KW - Cemeteries KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Floodways KW - Hazardous Materials KW - Noise Standards Violations KW - Parks KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Recreation Facilities KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Transportation KW - Wetlands KW - Florida KW - Department of Transportation Act of 1966, Recreation Resources KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36349680?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-08-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FLORIDA+HIGH-SPEED+RAIL%2C+TAMPA+TO+ORLANDO%2C+HILLSBOROUGH%2C+ORANGE%2C+OSCEOLA%2C+AND+POLK+COUNTIES%2C+FLORIDA.&rft.title=FLORIDA+HIGH-SPEED+RAIL%2C+TAMPA+TO+ORLANDO%2C+HILLSBOROUGH%2C+ORANGE%2C+OSCEOLA%2C+AND+POLK+COUNTIES%2C+FLORIDA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 25, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FLORIDA HIGH-SPEED RAIL, TAMPA TO ORLANDO, HILLSBOROUGH, ORANGE, OSCEOLA, AND POLK COUNTIES, FLORIDA. [Part 17 of 28] T2 - FLORIDA HIGH-SPEED RAIL, TAMPA TO ORLANDO, HILLSBOROUGH, ORANGE, OSCEOLA, AND POLK COUNTIES, FLORIDA. AN - 36349650; 10391-030398_0017 AB - PURPOSE: The construction and operation of a high-speed rail connection between Tampa and Orlando, Florida are proposed. The fixed-guideway monorail or magnetic levitation system would be capable of speeds in excess of 120 miles per hour. The rail line would extend from the downtown area of Tampa to Orlando International Airport (OIA). Presently, passenger movements in the Tampa-Orlando corridor is provided by highway. Increasing population, employment, and tourism rates have elevated travel demand above the capacity of the existing road system. This draft EIS considers a No-Build Alternative, two technology alternatives, and four alignment alternatives for each technology. Regarding technology alternatives, Fluor Bombardier (FB) would provide a gas turbine-powered locomotive-hauled train technology, known as "Jet Train". The Jet Train would use passenger equipment similar to Amtrak's Acela Express trains presently operating between the District of Columbia and Boston, Massachusetts. FB's system would have a top speed of 125 mph, provide for 14 round trips per day, include eight shuttle trips between OIA and Disney land, and offer a seating capacity of 292 passengers. The Global Rail Consortium (Global) would provide an electric powered locomotive-hauled train technology, powered by an overhead catenary system similar to that used on the line between New Haven, Connecticut and Boston, Massachusetts. The Global system would employ the French-designed TGV Atlantique train sets. Global's system would have a top speed of 160 mph, provide for 16 round trips per day, include 17 shuttle trips between OIA and Disney land, and offer a seating capacity of 250 passengers. Estimated costs of the alternative system /alignments alternatives range from $2.0 billion to $2.5 million. POSITIVE IMPACTS: The rail system would reduce vehicular traffic congestion on arterial roads connecting the five largest urban areas within the state and provide an alternative to vehicular use to the traveling public. This enhanced passenger mobility would provide an essential component in the sustained growth of the region and improve the quality of life of the region's residents significantly. The reduction of congestion on parallel highways would significantly enhance regional air quality. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of up to three residences, three to 23 businesses, 24.4 to 40 acres of wetlands, 54.5 to 61 acres of floodplain, and 6.5 to 9.5 acres of floodway. One recreational facility and five to seven historic sites protected by federal jurisdiction would be affected. The project would also affect eight to 12 schools, five to 10 community facilities, five to seven parks, four to six cemeteries, and 12 to 15 churches. Noise generated by rail operations would affect five to 105 residences and, possibly, one or two institutional receptor sites. Vibration impacts would affect one to 44 residences and could affect one public site. Habitat for nine to 16 federally protected species would be affected. Construction activities would disturb up to seven petroleum sites and four to 12 hazardous materials sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (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: 030398, 361 pages and maps, August 25, 2003 PY - 2003 VL - 17 KW - Roads and Railroads KW - Airports KW - Cemeteries KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Floodways KW - Hazardous Materials KW - Noise Standards Violations KW - Parks KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Recreation Facilities KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Transportation KW - Wetlands KW - Florida KW - Department of Transportation Act of 1966, Recreation Resources KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36349650?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 25, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FLORIDA HIGH-SPEED RAIL, TAMPA TO ORLANDO, HILLSBOROUGH, ORANGE, OSCEOLA, AND POLK COUNTIES, FLORIDA. [Part 23 of 28] T2 - FLORIDA HIGH-SPEED RAIL, TAMPA TO ORLANDO, HILLSBOROUGH, ORANGE, OSCEOLA, AND POLK COUNTIES, FLORIDA. AN - 36349612; 10391-030398_0023 AB - PURPOSE: The construction and operation of a high-speed rail connection between Tampa and Orlando, Florida are proposed. The fixed-guideway monorail or magnetic levitation system would be capable of speeds in excess of 120 miles per hour. The rail line would extend from the downtown area of Tampa to Orlando International Airport (OIA). Presently, passenger movements in the Tampa-Orlando corridor is provided by highway. Increasing population, employment, and tourism rates have elevated travel demand above the capacity of the existing road system. This draft EIS considers a No-Build Alternative, two technology alternatives, and four alignment alternatives for each technology. Regarding technology alternatives, Fluor Bombardier (FB) would provide a gas turbine-powered locomotive-hauled train technology, known as "Jet Train". The Jet Train would use passenger equipment similar to Amtrak's Acela Express trains presently operating between the District of Columbia and Boston, Massachusetts. FB's system would have a top speed of 125 mph, provide for 14 round trips per day, include eight shuttle trips between OIA and Disney land, and offer a seating capacity of 292 passengers. The Global Rail Consortium (Global) would provide an electric powered locomotive-hauled train technology, powered by an overhead catenary system similar to that used on the line between New Haven, Connecticut and Boston, Massachusetts. The Global system would employ the French-designed TGV Atlantique train sets. Global's system would have a top speed of 160 mph, provide for 16 round trips per day, include 17 shuttle trips between OIA and Disney land, and offer a seating capacity of 250 passengers. Estimated costs of the alternative system /alignments alternatives range from $2.0 billion to $2.5 million. POSITIVE IMPACTS: The rail system would reduce vehicular traffic congestion on arterial roads connecting the five largest urban areas within the state and provide an alternative to vehicular use to the traveling public. This enhanced passenger mobility would provide an essential component in the sustained growth of the region and improve the quality of life of the region's residents significantly. The reduction of congestion on parallel highways would significantly enhance regional air quality. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of up to three residences, three to 23 businesses, 24.4 to 40 acres of wetlands, 54.5 to 61 acres of floodplain, and 6.5 to 9.5 acres of floodway. One recreational facility and five to seven historic sites protected by federal jurisdiction would be affected. The project would also affect eight to 12 schools, five to 10 community facilities, five to seven parks, four to six cemeteries, and 12 to 15 churches. Noise generated by rail operations would affect five to 105 residences and, possibly, one or two institutional receptor sites. Vibration impacts would affect one to 44 residences and could affect one public site. Habitat for nine to 16 federally protected species would be affected. Construction activities would disturb up to seven petroleum sites and four to 12 hazardous materials sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (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: 030398, 361 pages and maps, August 25, 2003 PY - 2003 VL - 23 KW - Roads and Railroads KW - Airports KW - Cemeteries KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Floodways KW - Hazardous Materials KW - Noise Standards Violations KW - Parks KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Recreation Facilities KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Transportation KW - Wetlands KW - Florida KW - Department of Transportation Act of 1966, Recreation Resources KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36349612?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-08-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FLORIDA+HIGH-SPEED+RAIL%2C+TAMPA+TO+ORLANDO%2C+HILLSBOROUGH%2C+ORANGE%2C+OSCEOLA%2C+AND+POLK+COUNTIES%2C+FLORIDA.&rft.title=FLORIDA+HIGH-SPEED+RAIL%2C+TAMPA+TO+ORLANDO%2C+HILLSBOROUGH%2C+ORANGE%2C+OSCEOLA%2C+AND+POLK+COUNTIES%2C+FLORIDA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 25, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FLORIDA HIGH-SPEED RAIL, TAMPA TO ORLANDO, HILLSBOROUGH, ORANGE, OSCEOLA, AND POLK COUNTIES, FLORIDA. [Part 21 of 28] T2 - FLORIDA HIGH-SPEED RAIL, TAMPA TO ORLANDO, HILLSBOROUGH, ORANGE, OSCEOLA, AND POLK COUNTIES, FLORIDA. AN - 36349396; 10391-030398_0021 AB - PURPOSE: The construction and operation of a high-speed rail connection between Tampa and Orlando, Florida are proposed. The fixed-guideway monorail or magnetic levitation system would be capable of speeds in excess of 120 miles per hour. The rail line would extend from the downtown area of Tampa to Orlando International Airport (OIA). Presently, passenger movements in the Tampa-Orlando corridor is provided by highway. Increasing population, employment, and tourism rates have elevated travel demand above the capacity of the existing road system. This draft EIS considers a No-Build Alternative, two technology alternatives, and four alignment alternatives for each technology. Regarding technology alternatives, Fluor Bombardier (FB) would provide a gas turbine-powered locomotive-hauled train technology, known as "Jet Train". The Jet Train would use passenger equipment similar to Amtrak's Acela Express trains presently operating between the District of Columbia and Boston, Massachusetts. FB's system would have a top speed of 125 mph, provide for 14 round trips per day, include eight shuttle trips between OIA and Disney land, and offer a seating capacity of 292 passengers. The Global Rail Consortium (Global) would provide an electric powered locomotive-hauled train technology, powered by an overhead catenary system similar to that used on the line between New Haven, Connecticut and Boston, Massachusetts. The Global system would employ the French-designed TGV Atlantique train sets. Global's system would have a top speed of 160 mph, provide for 16 round trips per day, include 17 shuttle trips between OIA and Disney land, and offer a seating capacity of 250 passengers. Estimated costs of the alternative system /alignments alternatives range from $2.0 billion to $2.5 million. POSITIVE IMPACTS: The rail system would reduce vehicular traffic congestion on arterial roads connecting the five largest urban areas within the state and provide an alternative to vehicular use to the traveling public. This enhanced passenger mobility would provide an essential component in the sustained growth of the region and improve the quality of life of the region's residents significantly. The reduction of congestion on parallel highways would significantly enhance regional air quality. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of up to three residences, three to 23 businesses, 24.4 to 40 acres of wetlands, 54.5 to 61 acres of floodplain, and 6.5 to 9.5 acres of floodway. One recreational facility and five to seven historic sites protected by federal jurisdiction would be affected. The project would also affect eight to 12 schools, five to 10 community facilities, five to seven parks, four to six cemeteries, and 12 to 15 churches. Noise generated by rail operations would affect five to 105 residences and, possibly, one or two institutional receptor sites. Vibration impacts would affect one to 44 residences and could affect one public site. Habitat for nine to 16 federally protected species would be affected. Construction activities would disturb up to seven petroleum sites and four to 12 hazardous materials sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (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: 030398, 361 pages and maps, August 25, 2003 PY - 2003 VL - 21 KW - Roads and Railroads KW - Airports KW - Cemeteries KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Floodways KW - Hazardous Materials KW - Noise Standards Violations KW - Parks KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Recreation Facilities KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Transportation KW - Wetlands KW - Florida KW - Department of Transportation Act of 1966, Recreation Resources KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36349396?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 25, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FLORIDA HIGH-SPEED RAIL, TAMPA TO ORLANDO, HILLSBOROUGH, ORANGE, OSCEOLA, AND POLK COUNTIES, FLORIDA. [Part 9 of 28] T2 - FLORIDA HIGH-SPEED RAIL, TAMPA TO ORLANDO, HILLSBOROUGH, ORANGE, OSCEOLA, AND POLK COUNTIES, FLORIDA. AN - 36349322; 10391-030398_0009 AB - PURPOSE: The construction and operation of a high-speed rail connection between Tampa and Orlando, Florida are proposed. The fixed-guideway monorail or magnetic levitation system would be capable of speeds in excess of 120 miles per hour. The rail line would extend from the downtown area of Tampa to Orlando International Airport (OIA). Presently, passenger movements in the Tampa-Orlando corridor is provided by highway. Increasing population, employment, and tourism rates have elevated travel demand above the capacity of the existing road system. This draft EIS considers a No-Build Alternative, two technology alternatives, and four alignment alternatives for each technology. Regarding technology alternatives, Fluor Bombardier (FB) would provide a gas turbine-powered locomotive-hauled train technology, known as "Jet Train". The Jet Train would use passenger equipment similar to Amtrak's Acela Express trains presently operating between the District of Columbia and Boston, Massachusetts. FB's system would have a top speed of 125 mph, provide for 14 round trips per day, include eight shuttle trips between OIA and Disney land, and offer a seating capacity of 292 passengers. The Global Rail Consortium (Global) would provide an electric powered locomotive-hauled train technology, powered by an overhead catenary system similar to that used on the line between New Haven, Connecticut and Boston, Massachusetts. The Global system would employ the French-designed TGV Atlantique train sets. Global's system would have a top speed of 160 mph, provide for 16 round trips per day, include 17 shuttle trips between OIA and Disney land, and offer a seating capacity of 250 passengers. Estimated costs of the alternative system /alignments alternatives range from $2.0 billion to $2.5 million. POSITIVE IMPACTS: The rail system would reduce vehicular traffic congestion on arterial roads connecting the five largest urban areas within the state and provide an alternative to vehicular use to the traveling public. This enhanced passenger mobility would provide an essential component in the sustained growth of the region and improve the quality of life of the region's residents significantly. The reduction of congestion on parallel highways would significantly enhance regional air quality. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of up to three residences, three to 23 businesses, 24.4 to 40 acres of wetlands, 54.5 to 61 acres of floodplain, and 6.5 to 9.5 acres of floodway. One recreational facility and five to seven historic sites protected by federal jurisdiction would be affected. The project would also affect eight to 12 schools, five to 10 community facilities, five to seven parks, four to six cemeteries, and 12 to 15 churches. Noise generated by rail operations would affect five to 105 residences and, possibly, one or two institutional receptor sites. Vibration impacts would affect one to 44 residences and could affect one public site. Habitat for nine to 16 federally protected species would be affected. Construction activities would disturb up to seven petroleum sites and four to 12 hazardous materials sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (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: 030398, 361 pages and maps, August 25, 2003 PY - 2003 VL - 9 KW - Roads and Railroads KW - Airports KW - Cemeteries KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Floodways KW - Hazardous Materials KW - Noise Standards Violations KW - Parks KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Recreation Facilities KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Transportation KW - Wetlands KW - Florida KW - Department of Transportation Act of 1966, Recreation Resources KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36349322?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-08-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FLORIDA+HIGH-SPEED+RAIL%2C+TAMPA+TO+ORLANDO%2C+HILLSBOROUGH%2C+ORANGE%2C+OSCEOLA%2C+AND+POLK+COUNTIES%2C+FLORIDA.&rft.title=FLORIDA+HIGH-SPEED+RAIL%2C+TAMPA+TO+ORLANDO%2C+HILLSBOROUGH%2C+ORANGE%2C+OSCEOLA%2C+AND+POLK+COUNTIES%2C+FLORIDA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 25, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FLORIDA HIGH-SPEED RAIL, TAMPA TO ORLANDO, HILLSBOROUGH, ORANGE, OSCEOLA, AND POLK COUNTIES, FLORIDA. [Part 16 of 28] T2 - FLORIDA HIGH-SPEED RAIL, TAMPA TO ORLANDO, HILLSBOROUGH, ORANGE, OSCEOLA, AND POLK COUNTIES, FLORIDA. AN - 36349313; 10391-030398_0016 AB - PURPOSE: The construction and operation of a high-speed rail connection between Tampa and Orlando, Florida are proposed. The fixed-guideway monorail or magnetic levitation system would be capable of speeds in excess of 120 miles per hour. The rail line would extend from the downtown area of Tampa to Orlando International Airport (OIA). Presently, passenger movements in the Tampa-Orlando corridor is provided by highway. Increasing population, employment, and tourism rates have elevated travel demand above the capacity of the existing road system. This draft EIS considers a No-Build Alternative, two technology alternatives, and four alignment alternatives for each technology. Regarding technology alternatives, Fluor Bombardier (FB) would provide a gas turbine-powered locomotive-hauled train technology, known as "Jet Train". The Jet Train would use passenger equipment similar to Amtrak's Acela Express trains presently operating between the District of Columbia and Boston, Massachusetts. FB's system would have a top speed of 125 mph, provide for 14 round trips per day, include eight shuttle trips between OIA and Disney land, and offer a seating capacity of 292 passengers. The Global Rail Consortium (Global) would provide an electric powered locomotive-hauled train technology, powered by an overhead catenary system similar to that used on the line between New Haven, Connecticut and Boston, Massachusetts. The Global system would employ the French-designed TGV Atlantique train sets. Global's system would have a top speed of 160 mph, provide for 16 round trips per day, include 17 shuttle trips between OIA and Disney land, and offer a seating capacity of 250 passengers. Estimated costs of the alternative system /alignments alternatives range from $2.0 billion to $2.5 million. POSITIVE IMPACTS: The rail system would reduce vehicular traffic congestion on arterial roads connecting the five largest urban areas within the state and provide an alternative to vehicular use to the traveling public. This enhanced passenger mobility would provide an essential component in the sustained growth of the region and improve the quality of life of the region's residents significantly. The reduction of congestion on parallel highways would significantly enhance regional air quality. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of up to three residences, three to 23 businesses, 24.4 to 40 acres of wetlands, 54.5 to 61 acres of floodplain, and 6.5 to 9.5 acres of floodway. One recreational facility and five to seven historic sites protected by federal jurisdiction would be affected. The project would also affect eight to 12 schools, five to 10 community facilities, five to seven parks, four to six cemeteries, and 12 to 15 churches. Noise generated by rail operations would affect five to 105 residences and, possibly, one or two institutional receptor sites. Vibration impacts would affect one to 44 residences and could affect one public site. Habitat for nine to 16 federally protected species would be affected. Construction activities would disturb up to seven petroleum sites and four to 12 hazardous materials sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (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: 030398, 361 pages and maps, August 25, 2003 PY - 2003 VL - 16 KW - Roads and Railroads KW - Airports KW - Cemeteries KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Floodways KW - Hazardous Materials KW - Noise Standards Violations KW - Parks KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Recreation Facilities KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Transportation KW - Wetlands KW - Florida KW - Department of Transportation Act of 1966, Recreation Resources KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36349313?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 25, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FLORIDA HIGH-SPEED RAIL, TAMPA TO ORLANDO, HILLSBOROUGH, ORANGE, OSCEOLA, AND POLK COUNTIES, FLORIDA. [Part 6 of 28] T2 - FLORIDA HIGH-SPEED RAIL, TAMPA TO ORLANDO, HILLSBOROUGH, ORANGE, OSCEOLA, AND POLK COUNTIES, FLORIDA. AN - 36349233; 10391-030398_0006 AB - PURPOSE: The construction and operation of a high-speed rail connection between Tampa and Orlando, Florida are proposed. The fixed-guideway monorail or magnetic levitation system would be capable of speeds in excess of 120 miles per hour. The rail line would extend from the downtown area of Tampa to Orlando International Airport (OIA). Presently, passenger movements in the Tampa-Orlando corridor is provided by highway. Increasing population, employment, and tourism rates have elevated travel demand above the capacity of the existing road system. This draft EIS considers a No-Build Alternative, two technology alternatives, and four alignment alternatives for each technology. Regarding technology alternatives, Fluor Bombardier (FB) would provide a gas turbine-powered locomotive-hauled train technology, known as "Jet Train". The Jet Train would use passenger equipment similar to Amtrak's Acela Express trains presently operating between the District of Columbia and Boston, Massachusetts. FB's system would have a top speed of 125 mph, provide for 14 round trips per day, include eight shuttle trips between OIA and Disney land, and offer a seating capacity of 292 passengers. The Global Rail Consortium (Global) would provide an electric powered locomotive-hauled train technology, powered by an overhead catenary system similar to that used on the line between New Haven, Connecticut and Boston, Massachusetts. The Global system would employ the French-designed TGV Atlantique train sets. Global's system would have a top speed of 160 mph, provide for 16 round trips per day, include 17 shuttle trips between OIA and Disney land, and offer a seating capacity of 250 passengers. Estimated costs of the alternative system /alignments alternatives range from $2.0 billion to $2.5 million. POSITIVE IMPACTS: The rail system would reduce vehicular traffic congestion on arterial roads connecting the five largest urban areas within the state and provide an alternative to vehicular use to the traveling public. This enhanced passenger mobility would provide an essential component in the sustained growth of the region and improve the quality of life of the region's residents significantly. The reduction of congestion on parallel highways would significantly enhance regional air quality. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of up to three residences, three to 23 businesses, 24.4 to 40 acres of wetlands, 54.5 to 61 acres of floodplain, and 6.5 to 9.5 acres of floodway. One recreational facility and five to seven historic sites protected by federal jurisdiction would be affected. The project would also affect eight to 12 schools, five to 10 community facilities, five to seven parks, four to six cemeteries, and 12 to 15 churches. Noise generated by rail operations would affect five to 105 residences and, possibly, one or two institutional receptor sites. Vibration impacts would affect one to 44 residences and could affect one public site. Habitat for nine to 16 federally protected species would be affected. Construction activities would disturb up to seven petroleum sites and four to 12 hazardous materials sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (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: 030398, 361 pages and maps, August 25, 2003 PY - 2003 VL - 6 KW - Roads and Railroads KW - Airports KW - Cemeteries KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Floodways KW - Hazardous Materials KW - Noise Standards Violations KW - Parks KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Recreation Facilities KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Transportation KW - Wetlands KW - Florida KW - Department of Transportation Act of 1966, Recreation Resources KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36349233?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-08-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FLORIDA+HIGH-SPEED+RAIL%2C+TAMPA+TO+ORLANDO%2C+HILLSBOROUGH%2C+ORANGE%2C+OSCEOLA%2C+AND+POLK+COUNTIES%2C+FLORIDA.&rft.title=FLORIDA+HIGH-SPEED+RAIL%2C+TAMPA+TO+ORLANDO%2C+HILLSBOROUGH%2C+ORANGE%2C+OSCEOLA%2C+AND+POLK+COUNTIES%2C+FLORIDA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 25, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FLORIDA HIGH-SPEED RAIL, TAMPA TO ORLANDO, HILLSBOROUGH, ORANGE, OSCEOLA, AND POLK COUNTIES, FLORIDA. [Part 2 of 28] T2 - FLORIDA HIGH-SPEED RAIL, TAMPA TO ORLANDO, HILLSBOROUGH, ORANGE, OSCEOLA, AND POLK COUNTIES, FLORIDA. AN - 36349227; 10391-030398_0002 AB - PURPOSE: The construction and operation of a high-speed rail connection between Tampa and Orlando, Florida are proposed. The fixed-guideway monorail or magnetic levitation system would be capable of speeds in excess of 120 miles per hour. The rail line would extend from the downtown area of Tampa to Orlando International Airport (OIA). Presently, passenger movements in the Tampa-Orlando corridor is provided by highway. Increasing population, employment, and tourism rates have elevated travel demand above the capacity of the existing road system. This draft EIS considers a No-Build Alternative, two technology alternatives, and four alignment alternatives for each technology. Regarding technology alternatives, Fluor Bombardier (FB) would provide a gas turbine-powered locomotive-hauled train technology, known as "Jet Train". The Jet Train would use passenger equipment similar to Amtrak's Acela Express trains presently operating between the District of Columbia and Boston, Massachusetts. FB's system would have a top speed of 125 mph, provide for 14 round trips per day, include eight shuttle trips between OIA and Disney land, and offer a seating capacity of 292 passengers. The Global Rail Consortium (Global) would provide an electric powered locomotive-hauled train technology, powered by an overhead catenary system similar to that used on the line between New Haven, Connecticut and Boston, Massachusetts. The Global system would employ the French-designed TGV Atlantique train sets. Global's system would have a top speed of 160 mph, provide for 16 round trips per day, include 17 shuttle trips between OIA and Disney land, and offer a seating capacity of 250 passengers. Estimated costs of the alternative system /alignments alternatives range from $2.0 billion to $2.5 million. POSITIVE IMPACTS: The rail system would reduce vehicular traffic congestion on arterial roads connecting the five largest urban areas within the state and provide an alternative to vehicular use to the traveling public. This enhanced passenger mobility would provide an essential component in the sustained growth of the region and improve the quality of life of the region's residents significantly. The reduction of congestion on parallel highways would significantly enhance regional air quality. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of up to three residences, three to 23 businesses, 24.4 to 40 acres of wetlands, 54.5 to 61 acres of floodplain, and 6.5 to 9.5 acres of floodway. One recreational facility and five to seven historic sites protected by federal jurisdiction would be affected. The project would also affect eight to 12 schools, five to 10 community facilities, five to seven parks, four to six cemeteries, and 12 to 15 churches. Noise generated by rail operations would affect five to 105 residences and, possibly, one or two institutional receptor sites. Vibration impacts would affect one to 44 residences and could affect one public site. Habitat for nine to 16 federally protected species would be affected. Construction activities would disturb up to seven petroleum sites and four to 12 hazardous materials sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (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: 030398, 361 pages and maps, August 25, 2003 PY - 2003 VL - 2 KW - Roads and Railroads KW - Airports KW - Cemeteries KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Floodways KW - Hazardous Materials KW - Noise Standards Violations KW - Parks KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Recreation Facilities KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Transportation KW - Wetlands KW - Florida KW - Department of Transportation Act of 1966, Recreation Resources KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36349227?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-08-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FLORIDA+HIGH-SPEED+RAIL%2C+TAMPA+TO+ORLANDO%2C+HILLSBOROUGH%2C+ORANGE%2C+OSCEOLA%2C+AND+POLK+COUNTIES%2C+FLORIDA.&rft.title=FLORIDA+HIGH-SPEED+RAIL%2C+TAMPA+TO+ORLANDO%2C+HILLSBOROUGH%2C+ORANGE%2C+OSCEOLA%2C+AND+POLK+COUNTIES%2C+FLORIDA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 25, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FLORIDA HIGH-SPEED RAIL, TAMPA TO ORLANDO, HILLSBOROUGH, ORANGE, OSCEOLA, AND POLK COUNTIES, FLORIDA. [Part 24 of 28] T2 - FLORIDA HIGH-SPEED RAIL, TAMPA TO ORLANDO, HILLSBOROUGH, ORANGE, OSCEOLA, AND POLK COUNTIES, FLORIDA. AN - 36349011; 10391-030398_0024 AB - PURPOSE: The construction and operation of a high-speed rail connection between Tampa and Orlando, Florida are proposed. The fixed-guideway monorail or magnetic levitation system would be capable of speeds in excess of 120 miles per hour. The rail line would extend from the downtown area of Tampa to Orlando International Airport (OIA). Presently, passenger movements in the Tampa-Orlando corridor is provided by highway. Increasing population, employment, and tourism rates have elevated travel demand above the capacity of the existing road system. This draft EIS considers a No-Build Alternative, two technology alternatives, and four alignment alternatives for each technology. Regarding technology alternatives, Fluor Bombardier (FB) would provide a gas turbine-powered locomotive-hauled train technology, known as "Jet Train". The Jet Train would use passenger equipment similar to Amtrak's Acela Express trains presently operating between the District of Columbia and Boston, Massachusetts. FB's system would have a top speed of 125 mph, provide for 14 round trips per day, include eight shuttle trips between OIA and Disney land, and offer a seating capacity of 292 passengers. The Global Rail Consortium (Global) would provide an electric powered locomotive-hauled train technology, powered by an overhead catenary system similar to that used on the line between New Haven, Connecticut and Boston, Massachusetts. The Global system would employ the French-designed TGV Atlantique train sets. Global's system would have a top speed of 160 mph, provide for 16 round trips per day, include 17 shuttle trips between OIA and Disney land, and offer a seating capacity of 250 passengers. Estimated costs of the alternative system /alignments alternatives range from $2.0 billion to $2.5 million. POSITIVE IMPACTS: The rail system would reduce vehicular traffic congestion on arterial roads connecting the five largest urban areas within the state and provide an alternative to vehicular use to the traveling public. This enhanced passenger mobility would provide an essential component in the sustained growth of the region and improve the quality of life of the region's residents significantly. The reduction of congestion on parallel highways would significantly enhance regional air quality. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of up to three residences, three to 23 businesses, 24.4 to 40 acres of wetlands, 54.5 to 61 acres of floodplain, and 6.5 to 9.5 acres of floodway. One recreational facility and five to seven historic sites protected by federal jurisdiction would be affected. The project would also affect eight to 12 schools, five to 10 community facilities, five to seven parks, four to six cemeteries, and 12 to 15 churches. Noise generated by rail operations would affect five to 105 residences and, possibly, one or two institutional receptor sites. Vibration impacts would affect one to 44 residences and could affect one public site. Habitat for nine to 16 federally protected species would be affected. Construction activities would disturb up to seven petroleum sites and four to 12 hazardous materials sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (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: 030398, 361 pages and maps, August 25, 2003 PY - 2003 VL - 24 KW - Roads and Railroads KW - Airports KW - Cemeteries KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Floodways KW - Hazardous Materials KW - Noise Standards Violations KW - Parks KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Recreation Facilities KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Transportation KW - Wetlands KW - Florida KW - Department of Transportation Act of 1966, Recreation Resources KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36349011?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-08-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FLORIDA+HIGH-SPEED+RAIL%2C+TAMPA+TO+ORLANDO%2C+HILLSBOROUGH%2C+ORANGE%2C+OSCEOLA%2C+AND+POLK+COUNTIES%2C+FLORIDA.&rft.title=FLORIDA+HIGH-SPEED+RAIL%2C+TAMPA+TO+ORLANDO%2C+HILLSBOROUGH%2C+ORANGE%2C+OSCEOLA%2C+AND+POLK+COUNTIES%2C+FLORIDA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 25, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FLORIDA HIGH-SPEED RAIL, TAMPA TO ORLANDO, HILLSBOROUGH, ORANGE, OSCEOLA, AND POLK COUNTIES, FLORIDA. [Part 22 of 28] T2 - FLORIDA HIGH-SPEED RAIL, TAMPA TO ORLANDO, HILLSBOROUGH, ORANGE, OSCEOLA, AND POLK COUNTIES, FLORIDA. AN - 36348911; 10391-030398_0022 AB - PURPOSE: The construction and operation of a high-speed rail connection between Tampa and Orlando, Florida are proposed. The fixed-guideway monorail or magnetic levitation system would be capable of speeds in excess of 120 miles per hour. The rail line would extend from the downtown area of Tampa to Orlando International Airport (OIA). Presently, passenger movements in the Tampa-Orlando corridor is provided by highway. Increasing population, employment, and tourism rates have elevated travel demand above the capacity of the existing road system. This draft EIS considers a No-Build Alternative, two technology alternatives, and four alignment alternatives for each technology. Regarding technology alternatives, Fluor Bombardier (FB) would provide a gas turbine-powered locomotive-hauled train technology, known as "Jet Train". The Jet Train would use passenger equipment similar to Amtrak's Acela Express trains presently operating between the District of Columbia and Boston, Massachusetts. FB's system would have a top speed of 125 mph, provide for 14 round trips per day, include eight shuttle trips between OIA and Disney land, and offer a seating capacity of 292 passengers. The Global Rail Consortium (Global) would provide an electric powered locomotive-hauled train technology, powered by an overhead catenary system similar to that used on the line between New Haven, Connecticut and Boston, Massachusetts. The Global system would employ the French-designed TGV Atlantique train sets. Global's system would have a top speed of 160 mph, provide for 16 round trips per day, include 17 shuttle trips between OIA and Disney land, and offer a seating capacity of 250 passengers. Estimated costs of the alternative system /alignments alternatives range from $2.0 billion to $2.5 million. POSITIVE IMPACTS: The rail system would reduce vehicular traffic congestion on arterial roads connecting the five largest urban areas within the state and provide an alternative to vehicular use to the traveling public. This enhanced passenger mobility would provide an essential component in the sustained growth of the region and improve the quality of life of the region's residents significantly. The reduction of congestion on parallel highways would significantly enhance regional air quality. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of up to three residences, three to 23 businesses, 24.4 to 40 acres of wetlands, 54.5 to 61 acres of floodplain, and 6.5 to 9.5 acres of floodway. One recreational facility and five to seven historic sites protected by federal jurisdiction would be affected. The project would also affect eight to 12 schools, five to 10 community facilities, five to seven parks, four to six cemeteries, and 12 to 15 churches. Noise generated by rail operations would affect five to 105 residences and, possibly, one or two institutional receptor sites. Vibration impacts would affect one to 44 residences and could affect one public site. Habitat for nine to 16 federally protected species would be affected. Construction activities would disturb up to seven petroleum sites and four to 12 hazardous materials sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (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: 030398, 361 pages and maps, August 25, 2003 PY - 2003 VL - 22 KW - Roads and Railroads KW - Airports KW - Cemeteries KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Floodways KW - Hazardous Materials KW - Noise Standards Violations KW - Parks KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Recreation Facilities KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Transportation KW - Wetlands KW - Florida KW - Department of Transportation Act of 1966, Recreation Resources KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36348911?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-08-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FLORIDA+HIGH-SPEED+RAIL%2C+TAMPA+TO+ORLANDO%2C+HILLSBOROUGH%2C+ORANGE%2C+OSCEOLA%2C+AND+POLK+COUNTIES%2C+FLORIDA.&rft.title=FLORIDA+HIGH-SPEED+RAIL%2C+TAMPA+TO+ORLANDO%2C+HILLSBOROUGH%2C+ORANGE%2C+OSCEOLA%2C+AND+POLK+COUNTIES%2C+FLORIDA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 25, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FLORIDA HIGH-SPEED RAIL, TAMPA TO ORLANDO, HILLSBOROUGH, ORANGE, OSCEOLA, AND POLK COUNTIES, FLORIDA. [Part 20 of 28] T2 - FLORIDA HIGH-SPEED RAIL, TAMPA TO ORLANDO, HILLSBOROUGH, ORANGE, OSCEOLA, AND POLK COUNTIES, FLORIDA. AN - 36348832; 10391-030398_0020 AB - PURPOSE: The construction and operation of a high-speed rail connection between Tampa and Orlando, Florida are proposed. The fixed-guideway monorail or magnetic levitation system would be capable of speeds in excess of 120 miles per hour. The rail line would extend from the downtown area of Tampa to Orlando International Airport (OIA). Presently, passenger movements in the Tampa-Orlando corridor is provided by highway. Increasing population, employment, and tourism rates have elevated travel demand above the capacity of the existing road system. This draft EIS considers a No-Build Alternative, two technology alternatives, and four alignment alternatives for each technology. Regarding technology alternatives, Fluor Bombardier (FB) would provide a gas turbine-powered locomotive-hauled train technology, known as "Jet Train". The Jet Train would use passenger equipment similar to Amtrak's Acela Express trains presently operating between the District of Columbia and Boston, Massachusetts. FB's system would have a top speed of 125 mph, provide for 14 round trips per day, include eight shuttle trips between OIA and Disney land, and offer a seating capacity of 292 passengers. The Global Rail Consortium (Global) would provide an electric powered locomotive-hauled train technology, powered by an overhead catenary system similar to that used on the line between New Haven, Connecticut and Boston, Massachusetts. The Global system would employ the French-designed TGV Atlantique train sets. Global's system would have a top speed of 160 mph, provide for 16 round trips per day, include 17 shuttle trips between OIA and Disney land, and offer a seating capacity of 250 passengers. Estimated costs of the alternative system /alignments alternatives range from $2.0 billion to $2.5 million. POSITIVE IMPACTS: The rail system would reduce vehicular traffic congestion on arterial roads connecting the five largest urban areas within the state and provide an alternative to vehicular use to the traveling public. This enhanced passenger mobility would provide an essential component in the sustained growth of the region and improve the quality of life of the region's residents significantly. The reduction of congestion on parallel highways would significantly enhance regional air quality. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of up to three residences, three to 23 businesses, 24.4 to 40 acres of wetlands, 54.5 to 61 acres of floodplain, and 6.5 to 9.5 acres of floodway. One recreational facility and five to seven historic sites protected by federal jurisdiction would be affected. The project would also affect eight to 12 schools, five to 10 community facilities, five to seven parks, four to six cemeteries, and 12 to 15 churches. Noise generated by rail operations would affect five to 105 residences and, possibly, one or two institutional receptor sites. Vibration impacts would affect one to 44 residences and could affect one public site. Habitat for nine to 16 federally protected species would be affected. Construction activities would disturb up to seven petroleum sites and four to 12 hazardous materials sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (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: 030398, 361 pages and maps, August 25, 2003 PY - 2003 VL - 20 KW - Roads and Railroads KW - Airports KW - Cemeteries KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Floodways KW - Hazardous Materials KW - Noise Standards Violations KW - Parks KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Recreation Facilities KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Transportation KW - Wetlands KW - Florida KW - Department of Transportation Act of 1966, Recreation Resources KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36348832?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-08-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FLORIDA+HIGH-SPEED+RAIL%2C+TAMPA+TO+ORLANDO%2C+HILLSBOROUGH%2C+ORANGE%2C+OSCEOLA%2C+AND+POLK+COUNTIES%2C+FLORIDA.&rft.title=FLORIDA+HIGH-SPEED+RAIL%2C+TAMPA+TO+ORLANDO%2C+HILLSBOROUGH%2C+ORANGE%2C+OSCEOLA%2C+AND+POLK+COUNTIES%2C+FLORIDA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 25, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FLORIDA HIGH-SPEED RAIL, TAMPA TO ORLANDO, HILLSBOROUGH, ORANGE, OSCEOLA, AND POLK COUNTIES, FLORIDA. [Part 11 of 28] T2 - FLORIDA HIGH-SPEED RAIL, TAMPA TO ORLANDO, HILLSBOROUGH, ORANGE, OSCEOLA, AND POLK COUNTIES, FLORIDA. AN - 36348736; 10391-030398_0011 AB - PURPOSE: The construction and operation of a high-speed rail connection between Tampa and Orlando, Florida are proposed. The fixed-guideway monorail or magnetic levitation system would be capable of speeds in excess of 120 miles per hour. The rail line would extend from the downtown area of Tampa to Orlando International Airport (OIA). Presently, passenger movements in the Tampa-Orlando corridor is provided by highway. Increasing population, employment, and tourism rates have elevated travel demand above the capacity of the existing road system. This draft EIS considers a No-Build Alternative, two technology alternatives, and four alignment alternatives for each technology. Regarding technology alternatives, Fluor Bombardier (FB) would provide a gas turbine-powered locomotive-hauled train technology, known as "Jet Train". The Jet Train would use passenger equipment similar to Amtrak's Acela Express trains presently operating between the District of Columbia and Boston, Massachusetts. FB's system would have a top speed of 125 mph, provide for 14 round trips per day, include eight shuttle trips between OIA and Disney land, and offer a seating capacity of 292 passengers. The Global Rail Consortium (Global) would provide an electric powered locomotive-hauled train technology, powered by an overhead catenary system similar to that used on the line between New Haven, Connecticut and Boston, Massachusetts. The Global system would employ the French-designed TGV Atlantique train sets. Global's system would have a top speed of 160 mph, provide for 16 round trips per day, include 17 shuttle trips between OIA and Disney land, and offer a seating capacity of 250 passengers. Estimated costs of the alternative system /alignments alternatives range from $2.0 billion to $2.5 million. POSITIVE IMPACTS: The rail system would reduce vehicular traffic congestion on arterial roads connecting the five largest urban areas within the state and provide an alternative to vehicular use to the traveling public. This enhanced passenger mobility would provide an essential component in the sustained growth of the region and improve the quality of life of the region's residents significantly. The reduction of congestion on parallel highways would significantly enhance regional air quality. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of up to three residences, three to 23 businesses, 24.4 to 40 acres of wetlands, 54.5 to 61 acres of floodplain, and 6.5 to 9.5 acres of floodway. One recreational facility and five to seven historic sites protected by federal jurisdiction would be affected. The project would also affect eight to 12 schools, five to 10 community facilities, five to seven parks, four to six cemeteries, and 12 to 15 churches. Noise generated by rail operations would affect five to 105 residences and, possibly, one or two institutional receptor sites. Vibration impacts would affect one to 44 residences and could affect one public site. Habitat for nine to 16 federally protected species would be affected. Construction activities would disturb up to seven petroleum sites and four to 12 hazardous materials sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (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: 030398, 361 pages and maps, August 25, 2003 PY - 2003 VL - 11 KW - Roads and Railroads KW - Airports KW - Cemeteries KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Floodways KW - Hazardous Materials KW - Noise Standards Violations KW - Parks KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Recreation Facilities KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Transportation KW - Wetlands KW - Florida KW - Department of Transportation Act of 1966, Recreation Resources KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36348736?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-08-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FLORIDA+HIGH-SPEED+RAIL%2C+TAMPA+TO+ORLANDO%2C+HILLSBOROUGH%2C+ORANGE%2C+OSCEOLA%2C+AND+POLK+COUNTIES%2C+FLORIDA.&rft.title=FLORIDA+HIGH-SPEED+RAIL%2C+TAMPA+TO+ORLANDO%2C+HILLSBOROUGH%2C+ORANGE%2C+OSCEOLA%2C+AND+POLK+COUNTIES%2C+FLORIDA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 25, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FLORIDA HIGH-SPEED RAIL, TAMPA TO ORLANDO, HILLSBOROUGH, ORANGE, OSCEOLA, AND POLK COUNTIES, FLORIDA. [Part 8 of 28] T2 - FLORIDA HIGH-SPEED RAIL, TAMPA TO ORLANDO, HILLSBOROUGH, ORANGE, OSCEOLA, AND POLK COUNTIES, FLORIDA. AN - 36348546; 10391-030398_0008 AB - PURPOSE: The construction and operation of a high-speed rail connection between Tampa and Orlando, Florida are proposed. The fixed-guideway monorail or magnetic levitation system would be capable of speeds in excess of 120 miles per hour. The rail line would extend from the downtown area of Tampa to Orlando International Airport (OIA). Presently, passenger movements in the Tampa-Orlando corridor is provided by highway. Increasing population, employment, and tourism rates have elevated travel demand above the capacity of the existing road system. This draft EIS considers a No-Build Alternative, two technology alternatives, and four alignment alternatives for each technology. Regarding technology alternatives, Fluor Bombardier (FB) would provide a gas turbine-powered locomotive-hauled train technology, known as "Jet Train". The Jet Train would use passenger equipment similar to Amtrak's Acela Express trains presently operating between the District of Columbia and Boston, Massachusetts. FB's system would have a top speed of 125 mph, provide for 14 round trips per day, include eight shuttle trips between OIA and Disney land, and offer a seating capacity of 292 passengers. The Global Rail Consortium (Global) would provide an electric powered locomotive-hauled train technology, powered by an overhead catenary system similar to that used on the line between New Haven, Connecticut and Boston, Massachusetts. The Global system would employ the French-designed TGV Atlantique train sets. Global's system would have a top speed of 160 mph, provide for 16 round trips per day, include 17 shuttle trips between OIA and Disney land, and offer a seating capacity of 250 passengers. Estimated costs of the alternative system /alignments alternatives range from $2.0 billion to $2.5 million. POSITIVE IMPACTS: The rail system would reduce vehicular traffic congestion on arterial roads connecting the five largest urban areas within the state and provide an alternative to vehicular use to the traveling public. This enhanced passenger mobility would provide an essential component in the sustained growth of the region and improve the quality of life of the region's residents significantly. The reduction of congestion on parallel highways would significantly enhance regional air quality. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of up to three residences, three to 23 businesses, 24.4 to 40 acres of wetlands, 54.5 to 61 acres of floodplain, and 6.5 to 9.5 acres of floodway. One recreational facility and five to seven historic sites protected by federal jurisdiction would be affected. The project would also affect eight to 12 schools, five to 10 community facilities, five to seven parks, four to six cemeteries, and 12 to 15 churches. Noise generated by rail operations would affect five to 105 residences and, possibly, one or two institutional receptor sites. Vibration impacts would affect one to 44 residences and could affect one public site. Habitat for nine to 16 federally protected species would be affected. Construction activities would disturb up to seven petroleum sites and four to 12 hazardous materials sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (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: 030398, 361 pages and maps, August 25, 2003 PY - 2003 VL - 8 KW - Roads and Railroads KW - Airports KW - Cemeteries KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Floodways KW - Hazardous Materials KW - Noise Standards Violations KW - Parks KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Recreation Facilities KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Transportation KW - Wetlands KW - Florida KW - Department of Transportation Act of 1966, Recreation Resources KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36348546?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-08-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FLORIDA+HIGH-SPEED+RAIL%2C+TAMPA+TO+ORLANDO%2C+HILLSBOROUGH%2C+ORANGE%2C+OSCEOLA%2C+AND+POLK+COUNTIES%2C+FLORIDA.&rft.title=FLORIDA+HIGH-SPEED+RAIL%2C+TAMPA+TO+ORLANDO%2C+HILLSBOROUGH%2C+ORANGE%2C+OSCEOLA%2C+AND+POLK+COUNTIES%2C+FLORIDA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 25, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FLORIDA HIGH-SPEED RAIL, TAMPA TO ORLANDO, HILLSBOROUGH, ORANGE, OSCEOLA, AND POLK COUNTIES, FLORIDA. [Part 7 of 28] T2 - FLORIDA HIGH-SPEED RAIL, TAMPA TO ORLANDO, HILLSBOROUGH, ORANGE, OSCEOLA, AND POLK COUNTIES, FLORIDA. AN - 36348444; 10391-030398_0007 AB - PURPOSE: The construction and operation of a high-speed rail connection between Tampa and Orlando, Florida are proposed. The fixed-guideway monorail or magnetic levitation system would be capable of speeds in excess of 120 miles per hour. The rail line would extend from the downtown area of Tampa to Orlando International Airport (OIA). Presently, passenger movements in the Tampa-Orlando corridor is provided by highway. Increasing population, employment, and tourism rates have elevated travel demand above the capacity of the existing road system. This draft EIS considers a No-Build Alternative, two technology alternatives, and four alignment alternatives for each technology. Regarding technology alternatives, Fluor Bombardier (FB) would provide a gas turbine-powered locomotive-hauled train technology, known as "Jet Train". The Jet Train would use passenger equipment similar to Amtrak's Acela Express trains presently operating between the District of Columbia and Boston, Massachusetts. FB's system would have a top speed of 125 mph, provide for 14 round trips per day, include eight shuttle trips between OIA and Disney land, and offer a seating capacity of 292 passengers. The Global Rail Consortium (Global) would provide an electric powered locomotive-hauled train technology, powered by an overhead catenary system similar to that used on the line between New Haven, Connecticut and Boston, Massachusetts. The Global system would employ the French-designed TGV Atlantique train sets. Global's system would have a top speed of 160 mph, provide for 16 round trips per day, include 17 shuttle trips between OIA and Disney land, and offer a seating capacity of 250 passengers. Estimated costs of the alternative system /alignments alternatives range from $2.0 billion to $2.5 million. POSITIVE IMPACTS: The rail system would reduce vehicular traffic congestion on arterial roads connecting the five largest urban areas within the state and provide an alternative to vehicular use to the traveling public. This enhanced passenger mobility would provide an essential component in the sustained growth of the region and improve the quality of life of the region's residents significantly. The reduction of congestion on parallel highways would significantly enhance regional air quality. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of up to three residences, three to 23 businesses, 24.4 to 40 acres of wetlands, 54.5 to 61 acres of floodplain, and 6.5 to 9.5 acres of floodway. One recreational facility and five to seven historic sites protected by federal jurisdiction would be affected. The project would also affect eight to 12 schools, five to 10 community facilities, five to seven parks, four to six cemeteries, and 12 to 15 churches. Noise generated by rail operations would affect five to 105 residences and, possibly, one or two institutional receptor sites. Vibration impacts would affect one to 44 residences and could affect one public site. Habitat for nine to 16 federally protected species would be affected. Construction activities would disturb up to seven petroleum sites and four to 12 hazardous materials sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (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: 030398, 361 pages and maps, August 25, 2003 PY - 2003 VL - 7 KW - Roads and Railroads KW - Airports KW - Cemeteries KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Floodways KW - Hazardous Materials KW - Noise Standards Violations KW - Parks KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Recreation Facilities KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Transportation KW - Wetlands KW - Florida KW - Department of Transportation Act of 1966, Recreation Resources KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36348444?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-08-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FLORIDA+HIGH-SPEED+RAIL%2C+TAMPA+TO+ORLANDO%2C+HILLSBOROUGH%2C+ORANGE%2C+OSCEOLA%2C+AND+POLK+COUNTIES%2C+FLORIDA.&rft.title=FLORIDA+HIGH-SPEED+RAIL%2C+TAMPA+TO+ORLANDO%2C+HILLSBOROUGH%2C+ORANGE%2C+OSCEOLA%2C+AND+POLK+COUNTIES%2C+FLORIDA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 25, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FLORIDA HIGH-SPEED RAIL, TAMPA TO ORLANDO, HILLSBOROUGH, ORANGE, OSCEOLA, AND POLK COUNTIES, FLORIDA. AN - 16351965; 10391 AB - PURPOSE: The construction and operation of a high-speed rail connection between Tampa and Orlando, Florida are proposed. The fixed-guideway monorail or magnetic levitation system would be capable of speeds in excess of 120 miles per hour. The rail line would extend from the downtown area of Tampa to Orlando International Airport (OIA). Presently, passenger movements in the Tampa-Orlando corridor is provided by highway. Increasing population, employment, and tourism rates have elevated travel demand above the capacity of the existing road system. This draft EIS considers a No-Build Alternative, two technology alternatives, and four alignment alternatives for each technology. Regarding technology alternatives, Fluor Bombardier (FB) would provide a gas turbine-powered locomotive-hauled train technology, known as "Jet Train". The Jet Train would use passenger equipment similar to Amtrak's Acela Express trains presently operating between the District of Columbia and Boston, Massachusetts. FB's system would have a top speed of 125 mph, provide for 14 round trips per day, include eight shuttle trips between OIA and Disney land, and offer a seating capacity of 292 passengers. The Global Rail Consortium (Global) would provide an electric powered locomotive-hauled train technology, powered by an overhead catenary system similar to that used on the line between New Haven, Connecticut and Boston, Massachusetts. The Global system would employ the French-designed TGV Atlantique train sets. Global's system would have a top speed of 160 mph, provide for 16 round trips per day, include 17 shuttle trips between OIA and Disney land, and offer a seating capacity of 250 passengers. Estimated costs of the alternative system /alignments alternatives range from $2.0 billion to $2.5 million. POSITIVE IMPACTS: The rail system would reduce vehicular traffic congestion on arterial roads connecting the five largest urban areas within the state and provide an alternative to vehicular use to the traveling public. This enhanced passenger mobility would provide an essential component in the sustained growth of the region and improve the quality of life of the region's residents significantly. The reduction of congestion on parallel highways would significantly enhance regional air quality. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of up to three residences, three to 23 businesses, 24.4 to 40 acres of wetlands, 54.5 to 61 acres of floodplain, and 6.5 to 9.5 acres of floodway. One recreational facility and five to seven historic sites protected by federal jurisdiction would be affected. The project would also affect eight to 12 schools, five to 10 community facilities, five to seven parks, four to six cemeteries, and 12 to 15 churches. Noise generated by rail operations would affect five to 105 residences and, possibly, one or two institutional receptor sites. Vibration impacts would affect one to 44 residences and could affect one public site. Habitat for nine to 16 federally protected species would be affected. Construction activities would disturb up to seven petroleum sites and four to 12 hazardous materials sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (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: 030398, 361 pages and maps, August 25, 2003 PY - 2003 KW - Roads and Railroads KW - Airports KW - Cemeteries KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Floodways KW - Hazardous Materials KW - Noise Standards Violations KW - Parks KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Recreation Facilities KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Transportation KW - Wetlands KW - Florida KW - Department of Transportation Act of 1966, Recreation Resources KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16351965?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-08-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FLORIDA+HIGH-SPEED+RAIL%2C+TAMPA+TO+ORLANDO%2C+HILLSBOROUGH%2C+ORANGE%2C+OSCEOLA%2C+AND+POLK+COUNTIES%2C+FLORIDA.&rft.title=FLORIDA+HIGH-SPEED+RAIL%2C+TAMPA+TO+ORLANDO%2C+HILLSBOROUGH%2C+ORANGE%2C+OSCEOLA%2C+AND+POLK+COUNTIES%2C+FLORIDA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 25, 2003 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - PORT PELICAN LLC DEEPWATER PORT LICENSE APPLICATION, GULF OF MEXICO, LOUISIANA. [Part 1 of 1] T2 - PORT PELICAN LLC DEEPWATER PORT LICENSE APPLICATION, GULF OF MEXICO, LOUISIANA. AN - 36350188; 10389-030396_0001 AB - PURPOSE: The issuance of a license for the construction of a deepwater liquefied natural gas (LNG) port to be known as "Port Pelican", in Vermilion Lease Block 140 offshore of Louisiana on the outer continental shelf of the Gulf of Mexico is proposed. The deepwater port and associated facilities would consist of a terminal for receipt, storage and regasification of liquefied natural gas, a 37-nautical-mile pipeline to transport natural gas from the terminal to the existing Tiger Shoal A facilities, and an associated anchorage area. The port would include a terminal consisting of two gravity-based structures (GBSs) with LNG storage, process equipment, and ancillary facilities. The terminal would be located approximately 36 miles south southwest of Freshwater City, Louisiana; water at this location is approximately 8 feet deep. The plan would include a recommended vessel route. Port Pelican would deliver natural gas to the US Gulf Coast using existing gas supply and gathering systems in the Gulf and southern Louisiana. The natural gas would then be delivered to shippers using the national pipeline grid through existing interconnections with major interstate and intrastate pipelines. The project would be implemented in two phases. Phase I would include construction of a terminal consisting of two GBSs on which process equipment, a meter /pressure regulation station, utility equipment, and ancillaries would be mounted to provide a nominal throughput of 800 million standard cubic feet per day (SCFD) and a maximum throughput of 1.0 billion SCFD. Each GBS would be a large concrete structure, resting on the seafloor and specially designed and fabricated to provide a safe and secure foundation for the LNG tanks and a supportive deck for vaporizing equipment. Berthing facilities would accommodate two LNG carriers. Phase I would include the construction of the abovementioned pipeline. Phase II would involve modifications to increase maximum throughput of gas to 2.0 SCFD. Commissioning of the terminal would be anticipated in the second quarter of 2006 The port would receive, store, and vaporize LNG and deliver 2.0 billion cubic feet per day of pipeline-quality natural gas. One siting location alternative and a No Action Alternative are considered in this final EIS. POSITIVE IMPACTS: The port and pipeline would help meet the growing national energy demand, allowing the importation of clean-burning natural gas into the Gulf Coast via the existing natural gas transmission infrastructure in south Louisiana. NEGATIVE IMPACTS: Construction of the terminal and pipeline installation would result in short-term, localized increases in turbidity. Routine offshore operations would release water pollutants throughout the operation of the facility and vessel releases. Accidental spills from the terminal, pipeline, or vessels would result in more significant releases of pollutants. Terminal construction and operation would affect endangered and threatened marine mammals, sea turtles, fish, and migratory birds. Losses of fishing resources and fishing gear could occur from placement of the GBSs and laying of the pipeline. Surficial geological sediments would be disturbed during terminal construction. Creation of a safety zone in the vicinity of the terminal would displace some waters from commercial and recreational fishery uses. Noise emitted by service and cargo vessels would affect their corridors of use. LEGAL MANDATES: Deepwater Port Act of 1974 and Maritime Transportation Security Act of 2002 (33 U.S.C. 1502(9)) PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0381D, Volume 27, Number 4. JF - EPA number: 030396, 411 pages, August 22, 2003 PY - 2003 VL - 1 KW - Energy KW - Air Quality Assessments KW - Birds KW - Coastal Zones KW - Continental Shelves KW - Endangered Species (Animals) KW - Energy Storage KW - Fisheries KW - Fisheries Surveys KW - Geology KW - Harbor Structures KW - Harbors KW - Marine Mammals KW - Natural Gas KW - Noise KW - Pipelines KW - Recreation Resources KW - Ships KW - Storage KW - Terminal Facilities KW - Water Quality KW - Gulf of Mexico KW - Louisiana KW - Deepwater Port Act of 1974, Licensing KW - Maritime Transportation Security Act of 2002, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36350188?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-08-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PORT+PELICAN+LLC+DEEPWATER+PORT+LICENSE+APPLICATION%2C+GULF+OF+MEXICO%2C+LOUISIANA.&rft.title=PORT+PELICAN+LLC+DEEPWATER+PORT+LICENSE+APPLICATION%2C+GULF+OF+MEXICO%2C+LOUISIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Coast Guard, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: August 22, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GREENSBORO-HIGH POINT ROAD (SR 1486-SR 4121) IMPROVEMENTS, FROM US 311 (I-74) TO HILLTOP ROAD (SR 1424), GUILFORD COUNTY, NORTH CAROLINA (RE-EVALUATION OF A 1992 DRAFT ENVIRONMENTAL IMPACT STATEMENT). AN - 15228953; 10382 AB - PURPOSE: The provision of a multilane highway facility from the interchange of Greensboro Road (State Route (SR) 1486) and US 311 (Interstate 74 (I-74)) to the six-lane portion of existing High Point Road (SR 4121) at Hilltop Road (SR 1424) in southwest Guilford County, North Carolina is proposed. The county population grew by 73,617 (21.2 percent) between 1990 and 2000. The study area encompasses portions of northeast High Point, the town of Jamestown, and portions of southwest Greensboro. The road system in this area is inadequate to meet the needs of the growing population. Portions of the improved facility would follow existing Greensboro Road and High Point Road, while other portions would be constructed on new alignment. This draft EIS is a re-evaluation of a 1992 draft EIS titled "US 29A/US 70A (High Point Road), From US 311 Bypass to the Greensboro Western Urban Loop Near Hilltop Road, Guilford County, North Carolina". This draft EIS addresses four build alignment alternatives and a No-Build Alternative as well as a transportation system management /public transportation alternative. POSITIVE IMPACTS: The new facility, which would serve as a primary arterial and major thoroughfare between High Point and Greensboro, would support the growth in population and employment along both sides of the corridor and improve the safety of local and through travel in the area by providing a bypass of downtown Jamestown. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 14.4 acres of farmland, 55 to 76 residences, including five to 10 minority-owned and/or -occupied residences, 30 to 48 businesses, including three to four minority-owned businesses, and 248.9 to 310.5 acres of wildlife habitat, including forest, transitional, agricultural, wetland, and open water habitat. One cemetery containing 20 graves would be affected, and noise levels would impact two churches. As many as five historic sites would be affected. The project would impact 3,182 to 4,079 linear feet of stream channel. Traffic-generated noise would exceed federal standards in the vicinity of 61 to 82 sensitive receptor sites. Construction workers would encounter 34 to 43 sites containing hazardous materials. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the 1992 draft EIS, see 92-0217D, Volume 16, Number 3. JF - EPA number: 030389, 342 pages and maps, CD-ROM, August 21, 2003 PY - 2003 KW - Roads and Railroads KW - Cemeteries KW - Farmlands 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 - Section 4(f) Statements KW - Section 404(b) Statements KW - Streams KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - North Carolina KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/15228953?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-08-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GREENSBORO-HIGH+POINT+ROAD+%28SR+1486-SR+4121%29+IMPROVEMENTS%2C+FROM+US+311+%28I-74%29+TO+HILLTOP+ROAD+%28SR+1424%29%2C+GUILFORD+COUNTY%2C+NORTH+CAROLINA+%28RE-EVALUATION+OF+A+1992+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=GREENSBORO-HIGH+POINT+ROAD+%28SR+1486-SR+4121%29+IMPROVEMENTS%2C+FROM+US+311+%28I-74%29+TO+HILLTOP+ROAD+%28SR+1424%29%2C+GUILFORD+COUNTY%2C+NORTH+CAROLINA+%28RE-EVALUATION+OF+A+1992+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 21, 2003 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - SEATTLE MONORAIL PROJECT GREEN LINE LAKE WASHINGTON SHIP CANAL BRIDGE AND DUWAMISH WATERWAY BRIDGE MODIFICATION, SEATTLE, WASHINGTON. [Part 3 of 12] T2 - SEATTLE MONORAIL PROJECT GREEN LINE LAKE WASHINGTON SHIP CANAL BRIDGE AND DUWAMISH WATERWAY BRIDGE MODIFICATION, SEATTLE, WASHINGTON. AN - 36385063; 10381-030388_0003 AB - PURPOSE: The construction and operation of a 14-mile monorail in the city of Seattle, Washington is proposed. A monorail is a type of elevated railway by which passenger cars travel along a single rectangular beam. The trains are guided by rubber tires against the beams and propelled by electric motors. The Green Line Monorail would provide transit service to a number of Seattle communities and destinations via monorail on elevated guideways in the Ballard, Interbay, Seattle Center, Belltown, Downtown, South Downtown, and West Seattle areas. Seattle has a long history of monorail use; the existing Seattle Center Monorail has been a part of civic life and public transit in the city since 1962. The analysis area has been divided six geographic segments extending from: Northwest 85th Street to south of the Lake Washington Ship Canal; south of the Lake Washington Ship Canal to West Harrison Street in southwest Queen Anne; West Harrison Street to the Seattle Center area and along Fifth Avenue in Bellstown to Lenora Street; Lenora Street to South Jackson Street at the King Street Station; King Street Station to South Horton Street; and South Horton Street over State Route 99 to the Alaska Junction and then along California Avenue Southwest to the Morgan Junction. Within each of these six segments, this draft EIS analyzes a number of alternative alignments and station locations. The Green Line would be accessed via up to 19 stations. The trains would be automated, obviating the need for drivers. Potential locations for the Green Line seven- to 10-acre operations center site include the Interbay and the South Downtown industrial areas. The operations center site could be used as a staging area from construction and as administrative headquarters for the system. Most train storage would occur at the operations center site, although temporary off-peak storage could occur at tail tracks at the north and south ends of the line or at pocket tracks near event stations as well as at a separate train storage facility in the South Downtown industrial area. The system would operate up to 19 hours per day year-round. Construction of system facilities would begin in 2005 and continue until the end of 2009, with the first portion of the line opening to riders on December 15, 2007. POSITIVE IMPACTS: Public transportation throughout the Seattle area would benefit from access to the system and removal of vehicular traffic from roads providing access to points along the monorail and to points accessed via bus from monorail stations. Air quality would improve and noise levels would decline accordingly. Construction jobs created by the project and ease of access to businesses and employers would boost the local economy significantly NEGATIVE IMPACTS: The project would result in the displacement of significant numbers of residential and commercial structures. Without effective implementation of mitigation measures, operational noise from the system could result in noise levels in excess of federal standards in the downtown area along 15th Avenue Northwest in Ballard, along West Harrison Street, along Fifth Avenue between Bell and Lenora streets, and along Second Avenue and Marion streets as well as in the West Seattle along Southwest Yancy Street, and the Southwest Avalon Way area, and along California Avenue Southwest between Southwest Hudson and Southwest Holly streets. The Green Line would lie within a seismically active zone. Monorail structures and station facilities would mar visual aesthetics in some areas, including the Pioneer Square Historic District. Workers would encounter a number of hazardous waste sites during construction. LEGAL MANDATES: General Bridge Act of 1946 (33 U.S.C. 535), National Historic Preservation Act of 1966, as amended (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: 030388, Volume 1 (Draft EIS & Appendices A-K))--897 pages, Volume 2 (Appendix L)--228 pages, Volume 3 (Appendix M)--103 pages, Volume 4 (Appendix N)--358 pages, Volume 5 (Appendices O-X)--271 pages, CD-ROM, August 19, 2003 PY - 2003 VL - 3 KW - Roads and Railroads KW - Air Quality KW - Cultural Resources Surveys KW - Employment KW - Hazardous Wastes KW - Historic Districts KW - Noise Control KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Visual Resources KW - Visual Resources Surveys KW - Transportation KW - Washington KW - General Bridge Act of 1946, Coast Guard Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36385063?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SEATTLE+MONORAIL+PROJECT+GREEN+LINE+LAKE+WASHINGTON+SHIP+CANAL+BRIDGE+AND+DUWAMISH+WATERWAY+BRIDGE+MODIFICATION%2C+SEATTLE%2C+WASHINGTON.&rft.title=SEATTLE+MONORAIL+PROJECT+GREEN+LINE+LAKE+WASHINGTON+SHIP+CANAL+BRIDGE+AND+DUWAMISH+WATERWAY+BRIDGE+MODIFICATION%2C+SEATTLE%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Coast Guard, Seattle, Washington; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 19, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SEATTLE MONORAIL PROJECT GREEN LINE LAKE WASHINGTON SHIP CANAL BRIDGE AND DUWAMISH WATERWAY BRIDGE MODIFICATION, SEATTLE, WASHINGTON. [Part 5 of 12] T2 - SEATTLE MONORAIL PROJECT GREEN LINE LAKE WASHINGTON SHIP CANAL BRIDGE AND DUWAMISH WATERWAY BRIDGE MODIFICATION, SEATTLE, WASHINGTON. AN - 36382904; 10381-030388_0005 AB - PURPOSE: The construction and operation of a 14-mile monorail in the city of Seattle, Washington is proposed. A monorail is a type of elevated railway by which passenger cars travel along a single rectangular beam. The trains are guided by rubber tires against the beams and propelled by electric motors. The Green Line Monorail would provide transit service to a number of Seattle communities and destinations via monorail on elevated guideways in the Ballard, Interbay, Seattle Center, Belltown, Downtown, South Downtown, and West Seattle areas. Seattle has a long history of monorail use; the existing Seattle Center Monorail has been a part of civic life and public transit in the city since 1962. The analysis area has been divided six geographic segments extending from: Northwest 85th Street to south of the Lake Washington Ship Canal; south of the Lake Washington Ship Canal to West Harrison Street in southwest Queen Anne; West Harrison Street to the Seattle Center area and along Fifth Avenue in Bellstown to Lenora Street; Lenora Street to South Jackson Street at the King Street Station; King Street Station to South Horton Street; and South Horton Street over State Route 99 to the Alaska Junction and then along California Avenue Southwest to the Morgan Junction. Within each of these six segments, this draft EIS analyzes a number of alternative alignments and station locations. The Green Line would be accessed via up to 19 stations. The trains would be automated, obviating the need for drivers. Potential locations for the Green Line seven- to 10-acre operations center site include the Interbay and the South Downtown industrial areas. The operations center site could be used as a staging area from construction and as administrative headquarters for the system. Most train storage would occur at the operations center site, although temporary off-peak storage could occur at tail tracks at the north and south ends of the line or at pocket tracks near event stations as well as at a separate train storage facility in the South Downtown industrial area. The system would operate up to 19 hours per day year-round. Construction of system facilities would begin in 2005 and continue until the end of 2009, with the first portion of the line opening to riders on December 15, 2007. POSITIVE IMPACTS: Public transportation throughout the Seattle area would benefit from access to the system and removal of vehicular traffic from roads providing access to points along the monorail and to points accessed via bus from monorail stations. Air quality would improve and noise levels would decline accordingly. Construction jobs created by the project and ease of access to businesses and employers would boost the local economy significantly NEGATIVE IMPACTS: The project would result in the displacement of significant numbers of residential and commercial structures. Without effective implementation of mitigation measures, operational noise from the system could result in noise levels in excess of federal standards in the downtown area along 15th Avenue Northwest in Ballard, along West Harrison Street, along Fifth Avenue between Bell and Lenora streets, and along Second Avenue and Marion streets as well as in the West Seattle along Southwest Yancy Street, and the Southwest Avalon Way area, and along California Avenue Southwest between Southwest Hudson and Southwest Holly streets. The Green Line would lie within a seismically active zone. Monorail structures and station facilities would mar visual aesthetics in some areas, including the Pioneer Square Historic District. Workers would encounter a number of hazardous waste sites during construction. LEGAL MANDATES: General Bridge Act of 1946 (33 U.S.C. 535), National Historic Preservation Act of 1966, as amended (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: 030388, Volume 1 (Draft EIS & Appendices A-K))--897 pages, Volume 2 (Appendix L)--228 pages, Volume 3 (Appendix M)--103 pages, Volume 4 (Appendix N)--358 pages, Volume 5 (Appendices O-X)--271 pages, CD-ROM, August 19, 2003 PY - 2003 VL - 5 KW - Roads and Railroads KW - Air Quality KW - Cultural Resources Surveys KW - Employment KW - Hazardous Wastes KW - Historic Districts KW - Noise Control KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Visual Resources KW - Visual Resources Surveys KW - Transportation KW - Washington KW - General Bridge Act of 1946, Coast Guard Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36382904?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SEATTLE+MONORAIL+PROJECT+GREEN+LINE+LAKE+WASHINGTON+SHIP+CANAL+BRIDGE+AND+DUWAMISH+WATERWAY+BRIDGE+MODIFICATION%2C+SEATTLE%2C+WASHINGTON.&rft.title=SEATTLE+MONORAIL+PROJECT+GREEN+LINE+LAKE+WASHINGTON+SHIP+CANAL+BRIDGE+AND+DUWAMISH+WATERWAY+BRIDGE+MODIFICATION%2C+SEATTLE%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Coast Guard, Seattle, Washington; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 19, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SEATTLE MONORAIL PROJECT GREEN LINE LAKE WASHINGTON SHIP CANAL BRIDGE AND DUWAMISH WATERWAY BRIDGE MODIFICATION, SEATTLE, WASHINGTON. [Part /blobprod/objects_content/raw_input/EIS/epabundle/techbooks_updates/20070102//030388/030388_0010.txt of 12] T2 - SEATTLE MONORAIL PROJECT GREEN LINE LAKE WASHINGTON SHIP CANAL BRIDGE AND DUWAMISH WATERWAY BRIDGE MODIFICATION, SEATTLE, WASHINGTON. AN - 36382410; 10381-030388_0010 AB - PURPOSE: The construction and operation of a 14-mile monorail in the city of Seattle, Washington is proposed. A monorail is a type of elevated railway by which passenger cars travel along a single rectangular beam. The trains are guided by rubber tires against the beams and propelled by electric motors. The Green Line Monorail would provide transit service to a number of Seattle communities and destinations via monorail on elevated guideways in the Ballard, Interbay, Seattle Center, Belltown, Downtown, South Downtown, and West Seattle areas. Seattle has a long history of monorail use; the existing Seattle Center Monorail has been a part of civic life and public transit in the city since 1962. The analysis area has been divided six geographic segments extending from: Northwest 85th Street to south of the Lake Washington Ship Canal; south of the Lake Washington Ship Canal to West Harrison Street in southwest Queen Anne; West Harrison Street to the Seattle Center area and along Fifth Avenue in Bellstown to Lenora Street; Lenora Street to South Jackson Street at the King Street Station; King Street Station to South Horton Street; and South Horton Street over State Route 99 to the Alaska Junction and then along California Avenue Southwest to the Morgan Junction. Within each of these six segments, this draft EIS analyzes a number of alternative alignments and station locations. The Green Line would be accessed via up to 19 stations. The trains would be automated, obviating the need for drivers. Potential locations for the Green Line seven- to 10-acre operations center site include the Interbay and the South Downtown industrial areas. The operations center site could be used as a staging area from construction and as administrative headquarters for the system. Most train storage would occur at the operations center site, although temporary off-peak storage could occur at tail tracks at the north and south ends of the line or at pocket tracks near event stations as well as at a separate train storage facility in the South Downtown industrial area. The system would operate up to 19 hours per day year-round. Construction of system facilities would begin in 2005 and continue until the end of 2009, with the first portion of the line opening to riders on December 15, 2007. POSITIVE IMPACTS: Public transportation throughout the Seattle area would benefit from access to the system and removal of vehicular traffic from roads providing access to points along the monorail and to points accessed via bus from monorail stations. Air quality would improve and noise levels would decline accordingly. Construction jobs created by the project and ease of access to businesses and employers would boost the local economy significantly NEGATIVE IMPACTS: The project would result in the displacement of significant numbers of residential and commercial structures. Without effective implementation of mitigation measures, operational noise from the system could result in noise levels in excess of federal standards in the downtown area along 15th Avenue Northwest in Ballard, along West Harrison Street, along Fifth Avenue between Bell and Lenora streets, and along Second Avenue and Marion streets as well as in the West Seattle along Southwest Yancy Street, and the Southwest Avalon Way area, and along California Avenue Southwest between Southwest Hudson and Southwest Holly streets. The Green Line would lie within a seismically active zone. Monorail structures and station facilities would mar visual aesthetics in some areas, including the Pioneer Square Historic District. Workers would encounter a number of hazardous waste sites during construction. LEGAL MANDATES: General Bridge Act of 1946 (33 U.S.C. 535), National Historic Preservation Act of 1966, as amended (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: 030388, Volume 1 (Draft EIS & Appendices A-K))--897 pages, Volume 2 (Appendix L)--228 pages, Volume 3 (Appendix M)--103 pages, Volume 4 (Appendix N)--358 pages, Volume 5 (Appendices O-X)--271 pages, CD-ROM, August 19, 2003 PY - 2003 VL - /blobprod/objects_content/raw_input/EIS/epabundle/techbooks_updates/20070102//030388/030388_0010.txt KW - Roads and Railroads KW - Air Quality KW - Cultural Resources Surveys KW - Employment KW - Hazardous Wastes KW - Historic Districts KW - Noise Control KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Visual Resources KW - Visual Resources Surveys KW - Transportation KW - Washington KW - General Bridge Act of 1946, Coast Guard Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36382410?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Coast Guard, Seattle, Washington; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 19, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SEATTLE MONORAIL PROJECT GREEN LINE LAKE WASHINGTON SHIP CANAL BRIDGE AND DUWAMISH WATERWAY BRIDGE MODIFICATION, SEATTLE, WASHINGTON. [Part 7 of 12] T2 - SEATTLE MONORAIL PROJECT GREEN LINE LAKE WASHINGTON SHIP CANAL BRIDGE AND DUWAMISH WATERWAY BRIDGE MODIFICATION, SEATTLE, WASHINGTON. AN - 36382325; 10381-030388_0007 AB - PURPOSE: The construction and operation of a 14-mile monorail in the city of Seattle, Washington is proposed. A monorail is a type of elevated railway by which passenger cars travel along a single rectangular beam. The trains are guided by rubber tires against the beams and propelled by electric motors. The Green Line Monorail would provide transit service to a number of Seattle communities and destinations via monorail on elevated guideways in the Ballard, Interbay, Seattle Center, Belltown, Downtown, South Downtown, and West Seattle areas. Seattle has a long history of monorail use; the existing Seattle Center Monorail has been a part of civic life and public transit in the city since 1962. The analysis area has been divided six geographic segments extending from: Northwest 85th Street to south of the Lake Washington Ship Canal; south of the Lake Washington Ship Canal to West Harrison Street in southwest Queen Anne; West Harrison Street to the Seattle Center area and along Fifth Avenue in Bellstown to Lenora Street; Lenora Street to South Jackson Street at the King Street Station; King Street Station to South Horton Street; and South Horton Street over State Route 99 to the Alaska Junction and then along California Avenue Southwest to the Morgan Junction. Within each of these six segments, this draft EIS analyzes a number of alternative alignments and station locations. The Green Line would be accessed via up to 19 stations. The trains would be automated, obviating the need for drivers. Potential locations for the Green Line seven- to 10-acre operations center site include the Interbay and the South Downtown industrial areas. The operations center site could be used as a staging area from construction and as administrative headquarters for the system. Most train storage would occur at the operations center site, although temporary off-peak storage could occur at tail tracks at the north and south ends of the line or at pocket tracks near event stations as well as at a separate train storage facility in the South Downtown industrial area. The system would operate up to 19 hours per day year-round. Construction of system facilities would begin in 2005 and continue until the end of 2009, with the first portion of the line opening to riders on December 15, 2007. POSITIVE IMPACTS: Public transportation throughout the Seattle area would benefit from access to the system and removal of vehicular traffic from roads providing access to points along the monorail and to points accessed via bus from monorail stations. Air quality would improve and noise levels would decline accordingly. Construction jobs created by the project and ease of access to businesses and employers would boost the local economy significantly NEGATIVE IMPACTS: The project would result in the displacement of significant numbers of residential and commercial structures. Without effective implementation of mitigation measures, operational noise from the system could result in noise levels in excess of federal standards in the downtown area along 15th Avenue Northwest in Ballard, along West Harrison Street, along Fifth Avenue between Bell and Lenora streets, and along Second Avenue and Marion streets as well as in the West Seattle along Southwest Yancy Street, and the Southwest Avalon Way area, and along California Avenue Southwest between Southwest Hudson and Southwest Holly streets. The Green Line would lie within a seismically active zone. Monorail structures and station facilities would mar visual aesthetics in some areas, including the Pioneer Square Historic District. Workers would encounter a number of hazardous waste sites during construction. LEGAL MANDATES: General Bridge Act of 1946 (33 U.S.C. 535), National Historic Preservation Act of 1966, as amended (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: 030388, Volume 1 (Draft EIS & Appendices A-K))--897 pages, Volume 2 (Appendix L)--228 pages, Volume 3 (Appendix M)--103 pages, Volume 4 (Appendix N)--358 pages, Volume 5 (Appendices O-X)--271 pages, CD-ROM, August 19, 2003 PY - 2003 VL - 7 KW - Roads and Railroads KW - Air Quality KW - Cultural Resources Surveys KW - Employment KW - Hazardous Wastes KW - Historic Districts KW - Noise Control KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Visual Resources KW - Visual Resources Surveys KW - Transportation KW - Washington KW - General Bridge Act of 1946, Coast Guard Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36382325?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SEATTLE+MONORAIL+PROJECT+GREEN+LINE+LAKE+WASHINGTON+SHIP+CANAL+BRIDGE+AND+DUWAMISH+WATERWAY+BRIDGE+MODIFICATION%2C+SEATTLE%2C+WASHINGTON.&rft.title=SEATTLE+MONORAIL+PROJECT+GREEN+LINE+LAKE+WASHINGTON+SHIP+CANAL+BRIDGE+AND+DUWAMISH+WATERWAY+BRIDGE+MODIFICATION%2C+SEATTLE%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Coast Guard, Seattle, Washington; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 19, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SEATTLE MONORAIL PROJECT GREEN LINE LAKE WASHINGTON SHIP CANAL BRIDGE AND DUWAMISH WATERWAY BRIDGE MODIFICATION, SEATTLE, WASHINGTON. [Part 11 of 12] T2 - SEATTLE MONORAIL PROJECT GREEN LINE LAKE WASHINGTON SHIP CANAL BRIDGE AND DUWAMISH WATERWAY BRIDGE MODIFICATION, SEATTLE, WASHINGTON. AN - 36381780; 10381-030388_0011 AB - PURPOSE: The construction and operation of a 14-mile monorail in the city of Seattle, Washington is proposed. A monorail is a type of elevated railway by which passenger cars travel along a single rectangular beam. The trains are guided by rubber tires against the beams and propelled by electric motors. The Green Line Monorail would provide transit service to a number of Seattle communities and destinations via monorail on elevated guideways in the Ballard, Interbay, Seattle Center, Belltown, Downtown, South Downtown, and West Seattle areas. Seattle has a long history of monorail use; the existing Seattle Center Monorail has been a part of civic life and public transit in the city since 1962. The analysis area has been divided six geographic segments extending from: Northwest 85th Street to south of the Lake Washington Ship Canal; south of the Lake Washington Ship Canal to West Harrison Street in southwest Queen Anne; West Harrison Street to the Seattle Center area and along Fifth Avenue in Bellstown to Lenora Street; Lenora Street to South Jackson Street at the King Street Station; King Street Station to South Horton Street; and South Horton Street over State Route 99 to the Alaska Junction and then along California Avenue Southwest to the Morgan Junction. Within each of these six segments, this draft EIS analyzes a number of alternative alignments and station locations. The Green Line would be accessed via up to 19 stations. The trains would be automated, obviating the need for drivers. Potential locations for the Green Line seven- to 10-acre operations center site include the Interbay and the South Downtown industrial areas. The operations center site could be used as a staging area from construction and as administrative headquarters for the system. Most train storage would occur at the operations center site, although temporary off-peak storage could occur at tail tracks at the north and south ends of the line or at pocket tracks near event stations as well as at a separate train storage facility in the South Downtown industrial area. The system would operate up to 19 hours per day year-round. Construction of system facilities would begin in 2005 and continue until the end of 2009, with the first portion of the line opening to riders on December 15, 2007. POSITIVE IMPACTS: Public transportation throughout the Seattle area would benefit from access to the system and removal of vehicular traffic from roads providing access to points along the monorail and to points accessed via bus from monorail stations. Air quality would improve and noise levels would decline accordingly. Construction jobs created by the project and ease of access to businesses and employers would boost the local economy significantly NEGATIVE IMPACTS: The project would result in the displacement of significant numbers of residential and commercial structures. Without effective implementation of mitigation measures, operational noise from the system could result in noise levels in excess of federal standards in the downtown area along 15th Avenue Northwest in Ballard, along West Harrison Street, along Fifth Avenue between Bell and Lenora streets, and along Second Avenue and Marion streets as well as in the West Seattle along Southwest Yancy Street, and the Southwest Avalon Way area, and along California Avenue Southwest between Southwest Hudson and Southwest Holly streets. The Green Line would lie within a seismically active zone. Monorail structures and station facilities would mar visual aesthetics in some areas, including the Pioneer Square Historic District. Workers would encounter a number of hazardous waste sites during construction. LEGAL MANDATES: General Bridge Act of 1946 (33 U.S.C. 535), National Historic Preservation Act of 1966, as amended (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: 030388, Volume 1 (Draft EIS & Appendices A-K))--897 pages, Volume 2 (Appendix L)--228 pages, Volume 3 (Appendix M)--103 pages, Volume 4 (Appendix N)--358 pages, Volume 5 (Appendices O-X)--271 pages, CD-ROM, August 19, 2003 PY - 2003 VL - 11 KW - Roads and Railroads KW - Air Quality KW - Cultural Resources Surveys KW - Employment KW - Hazardous Wastes KW - Historic Districts KW - Noise Control KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Visual Resources KW - Visual Resources Surveys KW - Transportation KW - Washington KW - General Bridge Act of 1946, Coast Guard Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36381780?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SEATTLE+MONORAIL+PROJECT+GREEN+LINE+LAKE+WASHINGTON+SHIP+CANAL+BRIDGE+AND+DUWAMISH+WATERWAY+BRIDGE+MODIFICATION%2C+SEATTLE%2C+WASHINGTON.&rft.title=SEATTLE+MONORAIL+PROJECT+GREEN+LINE+LAKE+WASHINGTON+SHIP+CANAL+BRIDGE+AND+DUWAMISH+WATERWAY+BRIDGE+MODIFICATION%2C+SEATTLE%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Coast Guard, Seattle, Washington; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 19, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SEATTLE MONORAIL PROJECT GREEN LINE LAKE WASHINGTON SHIP CANAL BRIDGE AND DUWAMISH WATERWAY BRIDGE MODIFICATION, SEATTLE, WASHINGTON. [Part 2 of 12] T2 - SEATTLE MONORAIL PROJECT GREEN LINE LAKE WASHINGTON SHIP CANAL BRIDGE AND DUWAMISH WATERWAY BRIDGE MODIFICATION, SEATTLE, WASHINGTON. AN - 36380521; 10381-030388_0002 AB - PURPOSE: The construction and operation of a 14-mile monorail in the city of Seattle, Washington is proposed. A monorail is a type of elevated railway by which passenger cars travel along a single rectangular beam. The trains are guided by rubber tires against the beams and propelled by electric motors. The Green Line Monorail would provide transit service to a number of Seattle communities and destinations via monorail on elevated guideways in the Ballard, Interbay, Seattle Center, Belltown, Downtown, South Downtown, and West Seattle areas. Seattle has a long history of monorail use; the existing Seattle Center Monorail has been a part of civic life and public transit in the city since 1962. The analysis area has been divided six geographic segments extending from: Northwest 85th Street to south of the Lake Washington Ship Canal; south of the Lake Washington Ship Canal to West Harrison Street in southwest Queen Anne; West Harrison Street to the Seattle Center area and along Fifth Avenue in Bellstown to Lenora Street; Lenora Street to South Jackson Street at the King Street Station; King Street Station to South Horton Street; and South Horton Street over State Route 99 to the Alaska Junction and then along California Avenue Southwest to the Morgan Junction. Within each of these six segments, this draft EIS analyzes a number of alternative alignments and station locations. The Green Line would be accessed via up to 19 stations. The trains would be automated, obviating the need for drivers. Potential locations for the Green Line seven- to 10-acre operations center site include the Interbay and the South Downtown industrial areas. The operations center site could be used as a staging area from construction and as administrative headquarters for the system. Most train storage would occur at the operations center site, although temporary off-peak storage could occur at tail tracks at the north and south ends of the line or at pocket tracks near event stations as well as at a separate train storage facility in the South Downtown industrial area. The system would operate up to 19 hours per day year-round. Construction of system facilities would begin in 2005 and continue until the end of 2009, with the first portion of the line opening to riders on December 15, 2007. POSITIVE IMPACTS: Public transportation throughout the Seattle area would benefit from access to the system and removal of vehicular traffic from roads providing access to points along the monorail and to points accessed via bus from monorail stations. Air quality would improve and noise levels would decline accordingly. Construction jobs created by the project and ease of access to businesses and employers would boost the local economy significantly NEGATIVE IMPACTS: The project would result in the displacement of significant numbers of residential and commercial structures. Without effective implementation of mitigation measures, operational noise from the system could result in noise levels in excess of federal standards in the downtown area along 15th Avenue Northwest in Ballard, along West Harrison Street, along Fifth Avenue between Bell and Lenora streets, and along Second Avenue and Marion streets as well as in the West Seattle along Southwest Yancy Street, and the Southwest Avalon Way area, and along California Avenue Southwest between Southwest Hudson and Southwest Holly streets. The Green Line would lie within a seismically active zone. Monorail structures and station facilities would mar visual aesthetics in some areas, including the Pioneer Square Historic District. Workers would encounter a number of hazardous waste sites during construction. LEGAL MANDATES: General Bridge Act of 1946 (33 U.S.C. 535), National Historic Preservation Act of 1966, as amended (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: 030388, Volume 1 (Draft EIS & Appendices A-K))--897 pages, Volume 2 (Appendix L)--228 pages, Volume 3 (Appendix M)--103 pages, Volume 4 (Appendix N)--358 pages, Volume 5 (Appendices O-X)--271 pages, CD-ROM, August 19, 2003 PY - 2003 VL - 2 KW - Roads and Railroads KW - Air Quality KW - Cultural Resources Surveys KW - Employment KW - Hazardous Wastes KW - Historic Districts KW - Noise Control KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Visual Resources KW - Visual Resources Surveys KW - Transportation KW - Washington KW - General Bridge Act of 1946, Coast Guard Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36380521?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SEATTLE+MONORAIL+PROJECT+GREEN+LINE+LAKE+WASHINGTON+SHIP+CANAL+BRIDGE+AND+DUWAMISH+WATERWAY+BRIDGE+MODIFICATION%2C+SEATTLE%2C+WASHINGTON.&rft.title=SEATTLE+MONORAIL+PROJECT+GREEN+LINE+LAKE+WASHINGTON+SHIP+CANAL+BRIDGE+AND+DUWAMISH+WATERWAY+BRIDGE+MODIFICATION%2C+SEATTLE%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Coast Guard, Seattle, Washington; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 19, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SEATTLE MONORAIL PROJECT GREEN LINE LAKE WASHINGTON SHIP CANAL BRIDGE AND DUWAMISH WATERWAY BRIDGE MODIFICATION, SEATTLE, WASHINGTON. [Part 12 of 12] T2 - SEATTLE MONORAIL PROJECT GREEN LINE LAKE WASHINGTON SHIP CANAL BRIDGE AND DUWAMISH WATERWAY BRIDGE MODIFICATION, SEATTLE, WASHINGTON. AN - 36380516; 10381-030388_0012 AB - PURPOSE: The construction and operation of a 14-mile monorail in the city of Seattle, Washington is proposed. A monorail is a type of elevated railway by which passenger cars travel along a single rectangular beam. The trains are guided by rubber tires against the beams and propelled by electric motors. The Green Line Monorail would provide transit service to a number of Seattle communities and destinations via monorail on elevated guideways in the Ballard, Interbay, Seattle Center, Belltown, Downtown, South Downtown, and West Seattle areas. Seattle has a long history of monorail use; the existing Seattle Center Monorail has been a part of civic life and public transit in the city since 1962. The analysis area has been divided six geographic segments extending from: Northwest 85th Street to south of the Lake Washington Ship Canal; south of the Lake Washington Ship Canal to West Harrison Street in southwest Queen Anne; West Harrison Street to the Seattle Center area and along Fifth Avenue in Bellstown to Lenora Street; Lenora Street to South Jackson Street at the King Street Station; King Street Station to South Horton Street; and South Horton Street over State Route 99 to the Alaska Junction and then along California Avenue Southwest to the Morgan Junction. Within each of these six segments, this draft EIS analyzes a number of alternative alignments and station locations. The Green Line would be accessed via up to 19 stations. The trains would be automated, obviating the need for drivers. Potential locations for the Green Line seven- to 10-acre operations center site include the Interbay and the South Downtown industrial areas. The operations center site could be used as a staging area from construction and as administrative headquarters for the system. Most train storage would occur at the operations center site, although temporary off-peak storage could occur at tail tracks at the north and south ends of the line or at pocket tracks near event stations as well as at a separate train storage facility in the South Downtown industrial area. The system would operate up to 19 hours per day year-round. Construction of system facilities would begin in 2005 and continue until the end of 2009, with the first portion of the line opening to riders on December 15, 2007. POSITIVE IMPACTS: Public transportation throughout the Seattle area would benefit from access to the system and removal of vehicular traffic from roads providing access to points along the monorail and to points accessed via bus from monorail stations. Air quality would improve and noise levels would decline accordingly. Construction jobs created by the project and ease of access to businesses and employers would boost the local economy significantly NEGATIVE IMPACTS: The project would result in the displacement of significant numbers of residential and commercial structures. Without effective implementation of mitigation measures, operational noise from the system could result in noise levels in excess of federal standards in the downtown area along 15th Avenue Northwest in Ballard, along West Harrison Street, along Fifth Avenue between Bell and Lenora streets, and along Second Avenue and Marion streets as well as in the West Seattle along Southwest Yancy Street, and the Southwest Avalon Way area, and along California Avenue Southwest between Southwest Hudson and Southwest Holly streets. The Green Line would lie within a seismically active zone. Monorail structures and station facilities would mar visual aesthetics in some areas, including the Pioneer Square Historic District. Workers would encounter a number of hazardous waste sites during construction. LEGAL MANDATES: General Bridge Act of 1946 (33 U.S.C. 535), National Historic Preservation Act of 1966, as amended (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: 030388, Volume 1 (Draft EIS & Appendices A-K))--897 pages, Volume 2 (Appendix L)--228 pages, Volume 3 (Appendix M)--103 pages, Volume 4 (Appendix N)--358 pages, Volume 5 (Appendices O-X)--271 pages, CD-ROM, August 19, 2003 PY - 2003 VL - 12 KW - Roads and Railroads KW - Air Quality KW - Cultural Resources Surveys KW - Employment KW - Hazardous Wastes KW - Historic Districts KW - Noise Control KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Visual Resources KW - Visual Resources Surveys KW - Transportation KW - Washington KW - General Bridge Act of 1946, Coast Guard Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36380516?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SEATTLE+MONORAIL+PROJECT+GREEN+LINE+LAKE+WASHINGTON+SHIP+CANAL+BRIDGE+AND+DUWAMISH+WATERWAY+BRIDGE+MODIFICATION%2C+SEATTLE%2C+WASHINGTON.&rft.title=SEATTLE+MONORAIL+PROJECT+GREEN+LINE+LAKE+WASHINGTON+SHIP+CANAL+BRIDGE+AND+DUWAMISH+WATERWAY+BRIDGE+MODIFICATION%2C+SEATTLE%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Coast Guard, Seattle, Washington; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 19, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SEATTLE MONORAIL PROJECT GREEN LINE LAKE WASHINGTON SHIP CANAL BRIDGE AND DUWAMISH WATERWAY BRIDGE MODIFICATION, SEATTLE, WASHINGTON. [Part 6 of 12] T2 - SEATTLE MONORAIL PROJECT GREEN LINE LAKE WASHINGTON SHIP CANAL BRIDGE AND DUWAMISH WATERWAY BRIDGE MODIFICATION, SEATTLE, WASHINGTON. AN - 36380460; 10381-030388_0006 AB - PURPOSE: The construction and operation of a 14-mile monorail in the city of Seattle, Washington is proposed. A monorail is a type of elevated railway by which passenger cars travel along a single rectangular beam. The trains are guided by rubber tires against the beams and propelled by electric motors. The Green Line Monorail would provide transit service to a number of Seattle communities and destinations via monorail on elevated guideways in the Ballard, Interbay, Seattle Center, Belltown, Downtown, South Downtown, and West Seattle areas. Seattle has a long history of monorail use; the existing Seattle Center Monorail has been a part of civic life and public transit in the city since 1962. The analysis area has been divided six geographic segments extending from: Northwest 85th Street to south of the Lake Washington Ship Canal; south of the Lake Washington Ship Canal to West Harrison Street in southwest Queen Anne; West Harrison Street to the Seattle Center area and along Fifth Avenue in Bellstown to Lenora Street; Lenora Street to South Jackson Street at the King Street Station; King Street Station to South Horton Street; and South Horton Street over State Route 99 to the Alaska Junction and then along California Avenue Southwest to the Morgan Junction. Within each of these six segments, this draft EIS analyzes a number of alternative alignments and station locations. The Green Line would be accessed via up to 19 stations. The trains would be automated, obviating the need for drivers. Potential locations for the Green Line seven- to 10-acre operations center site include the Interbay and the South Downtown industrial areas. The operations center site could be used as a staging area from construction and as administrative headquarters for the system. Most train storage would occur at the operations center site, although temporary off-peak storage could occur at tail tracks at the north and south ends of the line or at pocket tracks near event stations as well as at a separate train storage facility in the South Downtown industrial area. The system would operate up to 19 hours per day year-round. Construction of system facilities would begin in 2005 and continue until the end of 2009, with the first portion of the line opening to riders on December 15, 2007. POSITIVE IMPACTS: Public transportation throughout the Seattle area would benefit from access to the system and removal of vehicular traffic from roads providing access to points along the monorail and to points accessed via bus from monorail stations. Air quality would improve and noise levels would decline accordingly. Construction jobs created by the project and ease of access to businesses and employers would boost the local economy significantly NEGATIVE IMPACTS: The project would result in the displacement of significant numbers of residential and commercial structures. Without effective implementation of mitigation measures, operational noise from the system could result in noise levels in excess of federal standards in the downtown area along 15th Avenue Northwest in Ballard, along West Harrison Street, along Fifth Avenue between Bell and Lenora streets, and along Second Avenue and Marion streets as well as in the West Seattle along Southwest Yancy Street, and the Southwest Avalon Way area, and along California Avenue Southwest between Southwest Hudson and Southwest Holly streets. The Green Line would lie within a seismically active zone. Monorail structures and station facilities would mar visual aesthetics in some areas, including the Pioneer Square Historic District. Workers would encounter a number of hazardous waste sites during construction. LEGAL MANDATES: General Bridge Act of 1946 (33 U.S.C. 535), National Historic Preservation Act of 1966, as amended (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: 030388, Volume 1 (Draft EIS & Appendices A-K))--897 pages, Volume 2 (Appendix L)--228 pages, Volume 3 (Appendix M)--103 pages, Volume 4 (Appendix N)--358 pages, Volume 5 (Appendices O-X)--271 pages, CD-ROM, August 19, 2003 PY - 2003 VL - 6 KW - Roads and Railroads KW - Air Quality KW - Cultural Resources Surveys KW - Employment KW - Hazardous Wastes KW - Historic Districts KW - Noise Control KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Visual Resources KW - Visual Resources Surveys KW - Transportation KW - Washington KW - General Bridge Act of 1946, Coast Guard Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36380460?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Coast Guard, Seattle, Washington; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 19, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SEATTLE MONORAIL PROJECT GREEN LINE LAKE WASHINGTON SHIP CANAL BRIDGE AND DUWAMISH WATERWAY BRIDGE MODIFICATION, SEATTLE, WASHINGTON. [Part 4 of 12] T2 - SEATTLE MONORAIL PROJECT GREEN LINE LAKE WASHINGTON SHIP CANAL BRIDGE AND DUWAMISH WATERWAY BRIDGE MODIFICATION, SEATTLE, WASHINGTON. AN - 36373872; 10381-030388_0004 AB - PURPOSE: The construction and operation of a 14-mile monorail in the city of Seattle, Washington is proposed. A monorail is a type of elevated railway by which passenger cars travel along a single rectangular beam. The trains are guided by rubber tires against the beams and propelled by electric motors. The Green Line Monorail would provide transit service to a number of Seattle communities and destinations via monorail on elevated guideways in the Ballard, Interbay, Seattle Center, Belltown, Downtown, South Downtown, and West Seattle areas. Seattle has a long history of monorail use; the existing Seattle Center Monorail has been a part of civic life and public transit in the city since 1962. The analysis area has been divided six geographic segments extending from: Northwest 85th Street to south of the Lake Washington Ship Canal; south of the Lake Washington Ship Canal to West Harrison Street in southwest Queen Anne; West Harrison Street to the Seattle Center area and along Fifth Avenue in Bellstown to Lenora Street; Lenora Street to South Jackson Street at the King Street Station; King Street Station to South Horton Street; and South Horton Street over State Route 99 to the Alaska Junction and then along California Avenue Southwest to the Morgan Junction. Within each of these six segments, this draft EIS analyzes a number of alternative alignments and station locations. The Green Line would be accessed via up to 19 stations. The trains would be automated, obviating the need for drivers. Potential locations for the Green Line seven- to 10-acre operations center site include the Interbay and the South Downtown industrial areas. The operations center site could be used as a staging area from construction and as administrative headquarters for the system. Most train storage would occur at the operations center site, although temporary off-peak storage could occur at tail tracks at the north and south ends of the line or at pocket tracks near event stations as well as at a separate train storage facility in the South Downtown industrial area. The system would operate up to 19 hours per day year-round. Construction of system facilities would begin in 2005 and continue until the end of 2009, with the first portion of the line opening to riders on December 15, 2007. POSITIVE IMPACTS: Public transportation throughout the Seattle area would benefit from access to the system and removal of vehicular traffic from roads providing access to points along the monorail and to points accessed via bus from monorail stations. Air quality would improve and noise levels would decline accordingly. Construction jobs created by the project and ease of access to businesses and employers would boost the local economy significantly NEGATIVE IMPACTS: The project would result in the displacement of significant numbers of residential and commercial structures. Without effective implementation of mitigation measures, operational noise from the system could result in noise levels in excess of federal standards in the downtown area along 15th Avenue Northwest in Ballard, along West Harrison Street, along Fifth Avenue between Bell and Lenora streets, and along Second Avenue and Marion streets as well as in the West Seattle along Southwest Yancy Street, and the Southwest Avalon Way area, and along California Avenue Southwest between Southwest Hudson and Southwest Holly streets. The Green Line would lie within a seismically active zone. Monorail structures and station facilities would mar visual aesthetics in some areas, including the Pioneer Square Historic District. Workers would encounter a number of hazardous waste sites during construction. LEGAL MANDATES: General Bridge Act of 1946 (33 U.S.C. 535), National Historic Preservation Act of 1966, as amended (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: 030388, Volume 1 (Draft EIS & Appendices A-K))--897 pages, Volume 2 (Appendix L)--228 pages, Volume 3 (Appendix M)--103 pages, Volume 4 (Appendix N)--358 pages, Volume 5 (Appendices O-X)--271 pages, CD-ROM, August 19, 2003 PY - 2003 VL - 4 KW - Roads and Railroads KW - Air Quality KW - Cultural Resources Surveys KW - Employment KW - Hazardous Wastes KW - Historic Districts KW - Noise Control KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Visual Resources KW - Visual Resources Surveys KW - Transportation KW - Washington KW - General Bridge Act of 1946, Coast Guard Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36373872?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SEATTLE+MONORAIL+PROJECT+GREEN+LINE+LAKE+WASHINGTON+SHIP+CANAL+BRIDGE+AND+DUWAMISH+WATERWAY+BRIDGE+MODIFICATION%2C+SEATTLE%2C+WASHINGTON.&rft.title=SEATTLE+MONORAIL+PROJECT+GREEN+LINE+LAKE+WASHINGTON+SHIP+CANAL+BRIDGE+AND+DUWAMISH+WATERWAY+BRIDGE+MODIFICATION%2C+SEATTLE%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Coast Guard, Seattle, Washington; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 19, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SEATTLE MONORAIL PROJECT GREEN LINE LAKE WASHINGTON SHIP CANAL BRIDGE AND DUWAMISH WATERWAY BRIDGE MODIFICATION, SEATTLE, WASHINGTON. [Part 9 of 12] T2 - SEATTLE MONORAIL PROJECT GREEN LINE LAKE WASHINGTON SHIP CANAL BRIDGE AND DUWAMISH WATERWAY BRIDGE MODIFICATION, SEATTLE, WASHINGTON. AN - 36373384; 10381-030388_0009 AB - PURPOSE: The construction and operation of a 14-mile monorail in the city of Seattle, Washington is proposed. A monorail is a type of elevated railway by which passenger cars travel along a single rectangular beam. The trains are guided by rubber tires against the beams and propelled by electric motors. The Green Line Monorail would provide transit service to a number of Seattle communities and destinations via monorail on elevated guideways in the Ballard, Interbay, Seattle Center, Belltown, Downtown, South Downtown, and West Seattle areas. Seattle has a long history of monorail use; the existing Seattle Center Monorail has been a part of civic life and public transit in the city since 1962. The analysis area has been divided six geographic segments extending from: Northwest 85th Street to south of the Lake Washington Ship Canal; south of the Lake Washington Ship Canal to West Harrison Street in southwest Queen Anne; West Harrison Street to the Seattle Center area and along Fifth Avenue in Bellstown to Lenora Street; Lenora Street to South Jackson Street at the King Street Station; King Street Station to South Horton Street; and South Horton Street over State Route 99 to the Alaska Junction and then along California Avenue Southwest to the Morgan Junction. Within each of these six segments, this draft EIS analyzes a number of alternative alignments and station locations. The Green Line would be accessed via up to 19 stations. The trains would be automated, obviating the need for drivers. Potential locations for the Green Line seven- to 10-acre operations center site include the Interbay and the South Downtown industrial areas. The operations center site could be used as a staging area from construction and as administrative headquarters for the system. Most train storage would occur at the operations center site, although temporary off-peak storage could occur at tail tracks at the north and south ends of the line or at pocket tracks near event stations as well as at a separate train storage facility in the South Downtown industrial area. The system would operate up to 19 hours per day year-round. Construction of system facilities would begin in 2005 and continue until the end of 2009, with the first portion of the line opening to riders on December 15, 2007. POSITIVE IMPACTS: Public transportation throughout the Seattle area would benefit from access to the system and removal of vehicular traffic from roads providing access to points along the monorail and to points accessed via bus from monorail stations. Air quality would improve and noise levels would decline accordingly. Construction jobs created by the project and ease of access to businesses and employers would boost the local economy significantly NEGATIVE IMPACTS: The project would result in the displacement of significant numbers of residential and commercial structures. Without effective implementation of mitigation measures, operational noise from the system could result in noise levels in excess of federal standards in the downtown area along 15th Avenue Northwest in Ballard, along West Harrison Street, along Fifth Avenue between Bell and Lenora streets, and along Second Avenue and Marion streets as well as in the West Seattle along Southwest Yancy Street, and the Southwest Avalon Way area, and along California Avenue Southwest between Southwest Hudson and Southwest Holly streets. The Green Line would lie within a seismically active zone. Monorail structures and station facilities would mar visual aesthetics in some areas, including the Pioneer Square Historic District. Workers would encounter a number of hazardous waste sites during construction. LEGAL MANDATES: General Bridge Act of 1946 (33 U.S.C. 535), National Historic Preservation Act of 1966, as amended (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: 030388, Volume 1 (Draft EIS & Appendices A-K))--897 pages, Volume 2 (Appendix L)--228 pages, Volume 3 (Appendix M)--103 pages, Volume 4 (Appendix N)--358 pages, Volume 5 (Appendices O-X)--271 pages, CD-ROM, August 19, 2003 PY - 2003 VL - 9 KW - Roads and Railroads KW - Air Quality KW - Cultural Resources Surveys KW - Employment KW - Hazardous Wastes KW - Historic Districts KW - Noise Control KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Visual Resources KW - Visual Resources Surveys KW - Transportation KW - Washington KW - General Bridge Act of 1946, Coast Guard Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36373384?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SEATTLE+MONORAIL+PROJECT+GREEN+LINE+LAKE+WASHINGTON+SHIP+CANAL+BRIDGE+AND+DUWAMISH+WATERWAY+BRIDGE+MODIFICATION%2C+SEATTLE%2C+WASHINGTON.&rft.title=SEATTLE+MONORAIL+PROJECT+GREEN+LINE+LAKE+WASHINGTON+SHIP+CANAL+BRIDGE+AND+DUWAMISH+WATERWAY+BRIDGE+MODIFICATION%2C+SEATTLE%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Coast Guard, Seattle, Washington; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 19, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SEATTLE MONORAIL PROJECT GREEN LINE LAKE WASHINGTON SHIP CANAL BRIDGE AND DUWAMISH WATERWAY BRIDGE MODIFICATION, SEATTLE, WASHINGTON. [Part 8 of 12] T2 - SEATTLE MONORAIL PROJECT GREEN LINE LAKE WASHINGTON SHIP CANAL BRIDGE AND DUWAMISH WATERWAY BRIDGE MODIFICATION, SEATTLE, WASHINGTON. AN - 36373346; 10381-030388_0008 AB - PURPOSE: The construction and operation of a 14-mile monorail in the city of Seattle, Washington is proposed. A monorail is a type of elevated railway by which passenger cars travel along a single rectangular beam. The trains are guided by rubber tires against the beams and propelled by electric motors. The Green Line Monorail would provide transit service to a number of Seattle communities and destinations via monorail on elevated guideways in the Ballard, Interbay, Seattle Center, Belltown, Downtown, South Downtown, and West Seattle areas. Seattle has a long history of monorail use; the existing Seattle Center Monorail has been a part of civic life and public transit in the city since 1962. The analysis area has been divided six geographic segments extending from: Northwest 85th Street to south of the Lake Washington Ship Canal; south of the Lake Washington Ship Canal to West Harrison Street in southwest Queen Anne; West Harrison Street to the Seattle Center area and along Fifth Avenue in Bellstown to Lenora Street; Lenora Street to South Jackson Street at the King Street Station; King Street Station to South Horton Street; and South Horton Street over State Route 99 to the Alaska Junction and then along California Avenue Southwest to the Morgan Junction. Within each of these six segments, this draft EIS analyzes a number of alternative alignments and station locations. The Green Line would be accessed via up to 19 stations. The trains would be automated, obviating the need for drivers. Potential locations for the Green Line seven- to 10-acre operations center site include the Interbay and the South Downtown industrial areas. The operations center site could be used as a staging area from construction and as administrative headquarters for the system. Most train storage would occur at the operations center site, although temporary off-peak storage could occur at tail tracks at the north and south ends of the line or at pocket tracks near event stations as well as at a separate train storage facility in the South Downtown industrial area. The system would operate up to 19 hours per day year-round. Construction of system facilities would begin in 2005 and continue until the end of 2009, with the first portion of the line opening to riders on December 15, 2007. POSITIVE IMPACTS: Public transportation throughout the Seattle area would benefit from access to the system and removal of vehicular traffic from roads providing access to points along the monorail and to points accessed via bus from monorail stations. Air quality would improve and noise levels would decline accordingly. Construction jobs created by the project and ease of access to businesses and employers would boost the local economy significantly NEGATIVE IMPACTS: The project would result in the displacement of significant numbers of residential and commercial structures. Without effective implementation of mitigation measures, operational noise from the system could result in noise levels in excess of federal standards in the downtown area along 15th Avenue Northwest in Ballard, along West Harrison Street, along Fifth Avenue between Bell and Lenora streets, and along Second Avenue and Marion streets as well as in the West Seattle along Southwest Yancy Street, and the Southwest Avalon Way area, and along California Avenue Southwest between Southwest Hudson and Southwest Holly streets. The Green Line would lie within a seismically active zone. Monorail structures and station facilities would mar visual aesthetics in some areas, including the Pioneer Square Historic District. Workers would encounter a number of hazardous waste sites during construction. LEGAL MANDATES: General Bridge Act of 1946 (33 U.S.C. 535), National Historic Preservation Act of 1966, as amended (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: 030388, Volume 1 (Draft EIS & Appendices A-K))--897 pages, Volume 2 (Appendix L)--228 pages, Volume 3 (Appendix M)--103 pages, Volume 4 (Appendix N)--358 pages, Volume 5 (Appendices O-X)--271 pages, CD-ROM, August 19, 2003 PY - 2003 VL - 8 KW - Roads and Railroads KW - Air Quality KW - Cultural Resources Surveys KW - Employment KW - Hazardous Wastes KW - Historic Districts KW - Noise Control KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Visual Resources KW - Visual Resources Surveys KW - Transportation KW - Washington KW - General Bridge Act of 1946, Coast Guard Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36373346?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SEATTLE+MONORAIL+PROJECT+GREEN+LINE+LAKE+WASHINGTON+SHIP+CANAL+BRIDGE+AND+DUWAMISH+WATERWAY+BRIDGE+MODIFICATION%2C+SEATTLE%2C+WASHINGTON.&rft.title=SEATTLE+MONORAIL+PROJECT+GREEN+LINE+LAKE+WASHINGTON+SHIP+CANAL+BRIDGE+AND+DUWAMISH+WATERWAY+BRIDGE+MODIFICATION%2C+SEATTLE%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Coast Guard, Seattle, Washington; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 19, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SEATTLE MONORAIL PROJECT GREEN LINE LAKE WASHINGTON SHIP CANAL BRIDGE AND DUWAMISH WATERWAY BRIDGE MODIFICATION, SEATTLE, WASHINGTON. [Part 1 of 12] T2 - SEATTLE MONORAIL PROJECT GREEN LINE LAKE WASHINGTON SHIP CANAL BRIDGE AND DUWAMISH WATERWAY BRIDGE MODIFICATION, SEATTLE, WASHINGTON. AN - 36371508; 10381-030388_0001 AB - PURPOSE: The construction and operation of a 14-mile monorail in the city of Seattle, Washington is proposed. A monorail is a type of elevated railway by which passenger cars travel along a single rectangular beam. The trains are guided by rubber tires against the beams and propelled by electric motors. The Green Line Monorail would provide transit service to a number of Seattle communities and destinations via monorail on elevated guideways in the Ballard, Interbay, Seattle Center, Belltown, Downtown, South Downtown, and West Seattle areas. Seattle has a long history of monorail use; the existing Seattle Center Monorail has been a part of civic life and public transit in the city since 1962. The analysis area has been divided six geographic segments extending from: Northwest 85th Street to south of the Lake Washington Ship Canal; south of the Lake Washington Ship Canal to West Harrison Street in southwest Queen Anne; West Harrison Street to the Seattle Center area and along Fifth Avenue in Bellstown to Lenora Street; Lenora Street to South Jackson Street at the King Street Station; King Street Station to South Horton Street; and South Horton Street over State Route 99 to the Alaska Junction and then along California Avenue Southwest to the Morgan Junction. Within each of these six segments, this draft EIS analyzes a number of alternative alignments and station locations. The Green Line would be accessed via up to 19 stations. The trains would be automated, obviating the need for drivers. Potential locations for the Green Line seven- to 10-acre operations center site include the Interbay and the South Downtown industrial areas. The operations center site could be used as a staging area from construction and as administrative headquarters for the system. Most train storage would occur at the operations center site, although temporary off-peak storage could occur at tail tracks at the north and south ends of the line or at pocket tracks near event stations as well as at a separate train storage facility in the South Downtown industrial area. The system would operate up to 19 hours per day year-round. Construction of system facilities would begin in 2005 and continue until the end of 2009, with the first portion of the line opening to riders on December 15, 2007. POSITIVE IMPACTS: Public transportation throughout the Seattle area would benefit from access to the system and removal of vehicular traffic from roads providing access to points along the monorail and to points accessed via bus from monorail stations. Air quality would improve and noise levels would decline accordingly. Construction jobs created by the project and ease of access to businesses and employers would boost the local economy significantly NEGATIVE IMPACTS: The project would result in the displacement of significant numbers of residential and commercial structures. Without effective implementation of mitigation measures, operational noise from the system could result in noise levels in excess of federal standards in the downtown area along 15th Avenue Northwest in Ballard, along West Harrison Street, along Fifth Avenue between Bell and Lenora streets, and along Second Avenue and Marion streets as well as in the West Seattle along Southwest Yancy Street, and the Southwest Avalon Way area, and along California Avenue Southwest between Southwest Hudson and Southwest Holly streets. The Green Line would lie within a seismically active zone. Monorail structures and station facilities would mar visual aesthetics in some areas, including the Pioneer Square Historic District. Workers would encounter a number of hazardous waste sites during construction. LEGAL MANDATES: General Bridge Act of 1946 (33 U.S.C. 535), National Historic Preservation Act of 1966, as amended (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: 030388, Volume 1 (Draft EIS & Appendices A-K))--897 pages, Volume 2 (Appendix L)--228 pages, Volume 3 (Appendix M)--103 pages, Volume 4 (Appendix N)--358 pages, Volume 5 (Appendices O-X)--271 pages, CD-ROM, August 19, 2003 PY - 2003 VL - 1 KW - Roads and Railroads KW - Air Quality KW - Cultural Resources Surveys KW - Employment KW - Hazardous Wastes KW - Historic Districts KW - Noise Control KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Visual Resources KW - Visual Resources Surveys KW - Transportation KW - Washington KW - General Bridge Act of 1946, Coast Guard Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36371508?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SEATTLE+MONORAIL+PROJECT+GREEN+LINE+LAKE+WASHINGTON+SHIP+CANAL+BRIDGE+AND+DUWAMISH+WATERWAY+BRIDGE+MODIFICATION%2C+SEATTLE%2C+WASHINGTON.&rft.title=SEATTLE+MONORAIL+PROJECT+GREEN+LINE+LAKE+WASHINGTON+SHIP+CANAL+BRIDGE+AND+DUWAMISH+WATERWAY+BRIDGE+MODIFICATION%2C+SEATTLE%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Coast Guard, Seattle, Washington; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 19, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SEATTLE MONORAIL PROJECT GREEN LINE LAKE WASHINGTON SHIP CANAL BRIDGE AND DUWAMISH WATERWAY BRIDGE MODIFICATION, SEATTLE, WASHINGTON. [Part 2 of 5] T2 - SEATTLE MONORAIL PROJECT GREEN LINE LAKE WASHINGTON SHIP CANAL BRIDGE AND DUWAMISH WATERWAY BRIDGE MODIFICATION, SEATTLE, WASHINGTON. AN - 36356470; 10669-040115_0002 AB - PURPOSE: The construction and operation of a 14-mile monorail in the city of Seattle, Washington are proposed. A monorail is a type of elevated railway by which passenger cars travel along a single rectangular beam. The trains are guided by rubber tires against the beams and propelled by electric motors. The Green Line Monorail would provide transit service to a number of Seattle communities and destinations via monorail on elevated guideways in the Ballard, Interbay, Seattle Center, Belltown, Downtown, South Downtown, and West Seattle areas. Seattle has a long history of monorail use; the existing Seattle Center Monorail has been a part of civic life and public transit in the city since 1962. The analysis area has been divided six geographic segments extending from: Northwest 85th Street to south of the Lake Washington Ship Canal; south of the Lake Washington Ship Canal to West Harrison Street in southwest Queen Anne; West Harrison Street to the Seattle Center area and along Fifth Avenue in Bellstown to Lenora Street; Lenora Street to South Jackson Street at the King Street Station; King Street Station to South Horton Street; and South Horton Street over State Route 99 to the Alaska Junction and then along California Avenue Southwest to the Morgan Junction. Within each of these six segments, this final EIS analyzes a number of alternative alignments and station locations. The Green Line would be accessed via up to 19 stations. The trains would be automated, obviating the need for drivers. Potential locations for the Green Line seven- to 10-acre operations center site include the Interbay and the South Downtown industrial areas. The operations center site could be used as a staging area from construction and as administrative headquarters for the system. Most train storage would occur at the operations center site, although temporary off-peak storage could occur at tail tracks at the north and south ends of the line or at pocket tracks near event stations as well as at a separate train storage facility in the South Downtown industrial area. The system would operate up to 19 hours per day year-round. Construction of system facilities would begin in 2005 and continue until the end of 2009, with the first portion of the line opening to riders on December 15, 2007. POSITIVE IMPACTS: Public transportation throughout the Seattle area would benefit from access to the system and removal of vehicular traffic from roads providing access to points along the monorail and to points accessed via bus from monorail stations. Air quality would improve and noise levels would decline accordingly. Construction jobs created by the project and ease of access to businesses and employers would boost the local economy significantly. NEGATIVE IMPACTS: The project would result in the displacement of significant numbers of residential and commercial structures. Without effective implementation of mitigation measures, operational noise from the system could result in noise levels in excess of federal standards in the downtown area along 15th Avenue Northwest in Ballard, along West Harrison Street, along Fifth Avenue between Bell and Lenora streets, and along Second Avenue and Marion streets as well as in the West Seattle along Southwest Yancy Street, and the Southwest Avalon Way area, and along California Avenue Southwest between Southwest Hudson and Southwest Holly streets. The Green Line would lie within a seismically active zone. Monorail structures and station facilities would mar visual aesthetics in some areas, including the Pioneer Square Historic District. Workers would encounter a number of hazardous waste sites during construction. 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, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0101D, Volume 28, Number 1. JF - EPA number: 040115, Volume 1A--1,111 pages, Volume 1B--266 pages, Volume 2--542 pages; Volume 3--559 pages, Volume 4--271 pages, Volume 5--557 pages, Volume 6--813 pages, August 19, 2003 PY - 2003 VL - 2 KW - Roads and Railroads KW - Air Quality KW - Cultural Resources Surveys KW - Employment KW - Hazardous Wastes KW - Historic Districts KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Vegetation Surveys KW - Visual Resources KW - Visual Resources Surveys KW - Transportation KW - Transportation Surveys KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36356470?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Coast Guard, Seattle, Washington; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: August 19, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SEATTLE MONORAIL PROJECT GREEN LINE LAKE WASHINGTON SHIP CANAL BRIDGE AND DUWAMISH WATERWAY BRIDGE MODIFICATION, SEATTLE, WASHINGTON. [Part 4 of 5] T2 - SEATTLE MONORAIL PROJECT GREEN LINE LAKE WASHINGTON SHIP CANAL BRIDGE AND DUWAMISH WATERWAY BRIDGE MODIFICATION, SEATTLE, WASHINGTON. AN - 36353542; 10669-040115_0004 AB - PURPOSE: The construction and operation of a 14-mile monorail in the city of Seattle, Washington are proposed. A monorail is a type of elevated railway by which passenger cars travel along a single rectangular beam. The trains are guided by rubber tires against the beams and propelled by electric motors. The Green Line Monorail would provide transit service to a number of Seattle communities and destinations via monorail on elevated guideways in the Ballard, Interbay, Seattle Center, Belltown, Downtown, South Downtown, and West Seattle areas. Seattle has a long history of monorail use; the existing Seattle Center Monorail has been a part of civic life and public transit in the city since 1962. The analysis area has been divided six geographic segments extending from: Northwest 85th Street to south of the Lake Washington Ship Canal; south of the Lake Washington Ship Canal to West Harrison Street in southwest Queen Anne; West Harrison Street to the Seattle Center area and along Fifth Avenue in Bellstown to Lenora Street; Lenora Street to South Jackson Street at the King Street Station; King Street Station to South Horton Street; and South Horton Street over State Route 99 to the Alaska Junction and then along California Avenue Southwest to the Morgan Junction. Within each of these six segments, this final EIS analyzes a number of alternative alignments and station locations. The Green Line would be accessed via up to 19 stations. The trains would be automated, obviating the need for drivers. Potential locations for the Green Line seven- to 10-acre operations center site include the Interbay and the South Downtown industrial areas. The operations center site could be used as a staging area from construction and as administrative headquarters for the system. Most train storage would occur at the operations center site, although temporary off-peak storage could occur at tail tracks at the north and south ends of the line or at pocket tracks near event stations as well as at a separate train storage facility in the South Downtown industrial area. The system would operate up to 19 hours per day year-round. Construction of system facilities would begin in 2005 and continue until the end of 2009, with the first portion of the line opening to riders on December 15, 2007. POSITIVE IMPACTS: Public transportation throughout the Seattle area would benefit from access to the system and removal of vehicular traffic from roads providing access to points along the monorail and to points accessed via bus from monorail stations. Air quality would improve and noise levels would decline accordingly. Construction jobs created by the project and ease of access to businesses and employers would boost the local economy significantly. NEGATIVE IMPACTS: The project would result in the displacement of significant numbers of residential and commercial structures. Without effective implementation of mitigation measures, operational noise from the system could result in noise levels in excess of federal standards in the downtown area along 15th Avenue Northwest in Ballard, along West Harrison Street, along Fifth Avenue between Bell and Lenora streets, and along Second Avenue and Marion streets as well as in the West Seattle along Southwest Yancy Street, and the Southwest Avalon Way area, and along California Avenue Southwest between Southwest Hudson and Southwest Holly streets. The Green Line would lie within a seismically active zone. Monorail structures and station facilities would mar visual aesthetics in some areas, including the Pioneer Square Historic District. Workers would encounter a number of hazardous waste sites during construction. 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, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0101D, Volume 28, Number 1. JF - EPA number: 040115, Volume 1A--1,111 pages, Volume 1B--266 pages, Volume 2--542 pages; Volume 3--559 pages, Volume 4--271 pages, Volume 5--557 pages, Volume 6--813 pages, August 19, 2003 PY - 2003 VL - 4 KW - Roads and Railroads KW - Air Quality KW - Cultural Resources Surveys KW - Employment KW - Hazardous Wastes KW - Historic Districts KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Vegetation Surveys KW - Visual Resources KW - Visual Resources Surveys KW - Transportation KW - Transportation Surveys KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36353542?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SEATTLE+MONORAIL+PROJECT+GREEN+LINE+LAKE+WASHINGTON+SHIP+CANAL+BRIDGE+AND+DUWAMISH+WATERWAY+BRIDGE+MODIFICATION%2C+SEATTLE%2C+WASHINGTON.&rft.title=SEATTLE+MONORAIL+PROJECT+GREEN+LINE+LAKE+WASHINGTON+SHIP+CANAL+BRIDGE+AND+DUWAMISH+WATERWAY+BRIDGE+MODIFICATION%2C+SEATTLE%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Coast Guard, Seattle, Washington; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: August 19, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SEATTLE MONORAIL PROJECT GREEN LINE LAKE WASHINGTON SHIP CANAL BRIDGE AND DUWAMISH WATERWAY BRIDGE MODIFICATION, SEATTLE, WASHINGTON. [Part 1 of 5] T2 - SEATTLE MONORAIL PROJECT GREEN LINE LAKE WASHINGTON SHIP CANAL BRIDGE AND DUWAMISH WATERWAY BRIDGE MODIFICATION, SEATTLE, WASHINGTON. AN - 36352648; 10669-040115_0001 AB - PURPOSE: The construction and operation of a 14-mile monorail in the city of Seattle, Washington are proposed. A monorail is a type of elevated railway by which passenger cars travel along a single rectangular beam. The trains are guided by rubber tires against the beams and propelled by electric motors. The Green Line Monorail would provide transit service to a number of Seattle communities and destinations via monorail on elevated guideways in the Ballard, Interbay, Seattle Center, Belltown, Downtown, South Downtown, and West Seattle areas. Seattle has a long history of monorail use; the existing Seattle Center Monorail has been a part of civic life and public transit in the city since 1962. The analysis area has been divided six geographic segments extending from: Northwest 85th Street to south of the Lake Washington Ship Canal; south of the Lake Washington Ship Canal to West Harrison Street in southwest Queen Anne; West Harrison Street to the Seattle Center area and along Fifth Avenue in Bellstown to Lenora Street; Lenora Street to South Jackson Street at the King Street Station; King Street Station to South Horton Street; and South Horton Street over State Route 99 to the Alaska Junction and then along California Avenue Southwest to the Morgan Junction. Within each of these six segments, this final EIS analyzes a number of alternative alignments and station locations. The Green Line would be accessed via up to 19 stations. The trains would be automated, obviating the need for drivers. Potential locations for the Green Line seven- to 10-acre operations center site include the Interbay and the South Downtown industrial areas. The operations center site could be used as a staging area from construction and as administrative headquarters for the system. Most train storage would occur at the operations center site, although temporary off-peak storage could occur at tail tracks at the north and south ends of the line or at pocket tracks near event stations as well as at a separate train storage facility in the South Downtown industrial area. The system would operate up to 19 hours per day year-round. Construction of system facilities would begin in 2005 and continue until the end of 2009, with the first portion of the line opening to riders on December 15, 2007. POSITIVE IMPACTS: Public transportation throughout the Seattle area would benefit from access to the system and removal of vehicular traffic from roads providing access to points along the monorail and to points accessed via bus from monorail stations. Air quality would improve and noise levels would decline accordingly. Construction jobs created by the project and ease of access to businesses and employers would boost the local economy significantly. NEGATIVE IMPACTS: The project would result in the displacement of significant numbers of residential and commercial structures. Without effective implementation of mitigation measures, operational noise from the system could result in noise levels in excess of federal standards in the downtown area along 15th Avenue Northwest in Ballard, along West Harrison Street, along Fifth Avenue between Bell and Lenora streets, and along Second Avenue and Marion streets as well as in the West Seattle along Southwest Yancy Street, and the Southwest Avalon Way area, and along California Avenue Southwest between Southwest Hudson and Southwest Holly streets. The Green Line would lie within a seismically active zone. Monorail structures and station facilities would mar visual aesthetics in some areas, including the Pioneer Square Historic District. Workers would encounter a number of hazardous waste sites during construction. 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, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0101D, Volume 28, Number 1. JF - EPA number: 040115, Volume 1A--1,111 pages, Volume 1B--266 pages, Volume 2--542 pages; Volume 3--559 pages, Volume 4--271 pages, Volume 5--557 pages, Volume 6--813 pages, August 19, 2003 PY - 2003 VL - 1 KW - Roads and Railroads KW - Air Quality KW - Cultural Resources Surveys KW - Employment KW - Hazardous Wastes KW - Historic Districts KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Vegetation Surveys KW - Visual Resources KW - Visual Resources Surveys KW - Transportation KW - Transportation Surveys KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36352648?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SEATTLE+MONORAIL+PROJECT+GREEN+LINE+LAKE+WASHINGTON+SHIP+CANAL+BRIDGE+AND+DUWAMISH+WATERWAY+BRIDGE+MODIFICATION%2C+SEATTLE%2C+WASHINGTON.&rft.title=SEATTLE+MONORAIL+PROJECT+GREEN+LINE+LAKE+WASHINGTON+SHIP+CANAL+BRIDGE+AND+DUWAMISH+WATERWAY+BRIDGE+MODIFICATION%2C+SEATTLE%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Coast Guard, Seattle, Washington; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: August 19, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SEATTLE MONORAIL PROJECT GREEN LINE LAKE WASHINGTON SHIP CANAL BRIDGE AND DUWAMISH WATERWAY BRIDGE MODIFICATION, SEATTLE, WASHINGTON. [Part 5 of 5] T2 - SEATTLE MONORAIL PROJECT GREEN LINE LAKE WASHINGTON SHIP CANAL BRIDGE AND DUWAMISH WATERWAY BRIDGE MODIFICATION, SEATTLE, WASHINGTON. AN - 36352270; 10669-040115_0005 AB - PURPOSE: The construction and operation of a 14-mile monorail in the city of Seattle, Washington are proposed. A monorail is a type of elevated railway by which passenger cars travel along a single rectangular beam. The trains are guided by rubber tires against the beams and propelled by electric motors. The Green Line Monorail would provide transit service to a number of Seattle communities and destinations via monorail on elevated guideways in the Ballard, Interbay, Seattle Center, Belltown, Downtown, South Downtown, and West Seattle areas. Seattle has a long history of monorail use; the existing Seattle Center Monorail has been a part of civic life and public transit in the city since 1962. The analysis area has been divided six geographic segments extending from: Northwest 85th Street to south of the Lake Washington Ship Canal; south of the Lake Washington Ship Canal to West Harrison Street in southwest Queen Anne; West Harrison Street to the Seattle Center area and along Fifth Avenue in Bellstown to Lenora Street; Lenora Street to South Jackson Street at the King Street Station; King Street Station to South Horton Street; and South Horton Street over State Route 99 to the Alaska Junction and then along California Avenue Southwest to the Morgan Junction. Within each of these six segments, this final EIS analyzes a number of alternative alignments and station locations. The Green Line would be accessed via up to 19 stations. The trains would be automated, obviating the need for drivers. Potential locations for the Green Line seven- to 10-acre operations center site include the Interbay and the South Downtown industrial areas. The operations center site could be used as a staging area from construction and as administrative headquarters for the system. Most train storage would occur at the operations center site, although temporary off-peak storage could occur at tail tracks at the north and south ends of the line or at pocket tracks near event stations as well as at a separate train storage facility in the South Downtown industrial area. The system would operate up to 19 hours per day year-round. Construction of system facilities would begin in 2005 and continue until the end of 2009, with the first portion of the line opening to riders on December 15, 2007. POSITIVE IMPACTS: Public transportation throughout the Seattle area would benefit from access to the system and removal of vehicular traffic from roads providing access to points along the monorail and to points accessed via bus from monorail stations. Air quality would improve and noise levels would decline accordingly. Construction jobs created by the project and ease of access to businesses and employers would boost the local economy significantly. NEGATIVE IMPACTS: The project would result in the displacement of significant numbers of residential and commercial structures. Without effective implementation of mitigation measures, operational noise from the system could result in noise levels in excess of federal standards in the downtown area along 15th Avenue Northwest in Ballard, along West Harrison Street, along Fifth Avenue between Bell and Lenora streets, and along Second Avenue and Marion streets as well as in the West Seattle along Southwest Yancy Street, and the Southwest Avalon Way area, and along California Avenue Southwest between Southwest Hudson and Southwest Holly streets. The Green Line would lie within a seismically active zone. Monorail structures and station facilities would mar visual aesthetics in some areas, including the Pioneer Square Historic District. Workers would encounter a number of hazardous waste sites during construction. 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, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0101D, Volume 28, Number 1. JF - EPA number: 040115, Volume 1A--1,111 pages, Volume 1B--266 pages, Volume 2--542 pages; Volume 3--559 pages, Volume 4--271 pages, Volume 5--557 pages, Volume 6--813 pages, August 19, 2003 PY - 2003 VL - 5 KW - Roads and Railroads KW - Air Quality KW - Cultural Resources Surveys KW - Employment KW - Hazardous Wastes KW - Historic Districts KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Vegetation Surveys KW - Visual Resources KW - Visual Resources Surveys KW - Transportation KW - Transportation Surveys KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36352270?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SEATTLE+MONORAIL+PROJECT+GREEN+LINE+LAKE+WASHINGTON+SHIP+CANAL+BRIDGE+AND+DUWAMISH+WATERWAY+BRIDGE+MODIFICATION%2C+SEATTLE%2C+WASHINGTON.&rft.title=SEATTLE+MONORAIL+PROJECT+GREEN+LINE+LAKE+WASHINGTON+SHIP+CANAL+BRIDGE+AND+DUWAMISH+WATERWAY+BRIDGE+MODIFICATION%2C+SEATTLE%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Coast Guard, Seattle, Washington; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: August 19, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SEATTLE MONORAIL PROJECT GREEN LINE LAKE WASHINGTON SHIP CANAL BRIDGE AND DUWAMISH WATERWAY BRIDGE MODIFICATION, SEATTLE, WASHINGTON. [Part 3 of 5] T2 - SEATTLE MONORAIL PROJECT GREEN LINE LAKE WASHINGTON SHIP CANAL BRIDGE AND DUWAMISH WATERWAY BRIDGE MODIFICATION, SEATTLE, WASHINGTON. AN - 36351117; 10669-040115_0003 AB - PURPOSE: The construction and operation of a 14-mile monorail in the city of Seattle, Washington are proposed. A monorail is a type of elevated railway by which passenger cars travel along a single rectangular beam. The trains are guided by rubber tires against the beams and propelled by electric motors. The Green Line Monorail would provide transit service to a number of Seattle communities and destinations via monorail on elevated guideways in the Ballard, Interbay, Seattle Center, Belltown, Downtown, South Downtown, and West Seattle areas. Seattle has a long history of monorail use; the existing Seattle Center Monorail has been a part of civic life and public transit in the city since 1962. The analysis area has been divided six geographic segments extending from: Northwest 85th Street to south of the Lake Washington Ship Canal; south of the Lake Washington Ship Canal to West Harrison Street in southwest Queen Anne; West Harrison Street to the Seattle Center area and along Fifth Avenue in Bellstown to Lenora Street; Lenora Street to South Jackson Street at the King Street Station; King Street Station to South Horton Street; and South Horton Street over State Route 99 to the Alaska Junction and then along California Avenue Southwest to the Morgan Junction. Within each of these six segments, this final EIS analyzes a number of alternative alignments and station locations. The Green Line would be accessed via up to 19 stations. The trains would be automated, obviating the need for drivers. Potential locations for the Green Line seven- to 10-acre operations center site include the Interbay and the South Downtown industrial areas. The operations center site could be used as a staging area from construction and as administrative headquarters for the system. Most train storage would occur at the operations center site, although temporary off-peak storage could occur at tail tracks at the north and south ends of the line or at pocket tracks near event stations as well as at a separate train storage facility in the South Downtown industrial area. The system would operate up to 19 hours per day year-round. Construction of system facilities would begin in 2005 and continue until the end of 2009, with the first portion of the line opening to riders on December 15, 2007. POSITIVE IMPACTS: Public transportation throughout the Seattle area would benefit from access to the system and removal of vehicular traffic from roads providing access to points along the monorail and to points accessed via bus from monorail stations. Air quality would improve and noise levels would decline accordingly. Construction jobs created by the project and ease of access to businesses and employers would boost the local economy significantly. NEGATIVE IMPACTS: The project would result in the displacement of significant numbers of residential and commercial structures. Without effective implementation of mitigation measures, operational noise from the system could result in noise levels in excess of federal standards in the downtown area along 15th Avenue Northwest in Ballard, along West Harrison Street, along Fifth Avenue between Bell and Lenora streets, and along Second Avenue and Marion streets as well as in the West Seattle along Southwest Yancy Street, and the Southwest Avalon Way area, and along California Avenue Southwest between Southwest Hudson and Southwest Holly streets. The Green Line would lie within a seismically active zone. Monorail structures and station facilities would mar visual aesthetics in some areas, including the Pioneer Square Historic District. Workers would encounter a number of hazardous waste sites during construction. 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, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0101D, Volume 28, Number 1. JF - EPA number: 040115, Volume 1A--1,111 pages, Volume 1B--266 pages, Volume 2--542 pages; Volume 3--559 pages, Volume 4--271 pages, Volume 5--557 pages, Volume 6--813 pages, August 19, 2003 PY - 2003 VL - 3 KW - Roads and Railroads KW - Air Quality KW - Cultural Resources Surveys KW - Employment KW - Hazardous Wastes KW - Historic Districts KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Vegetation Surveys KW - Visual Resources KW - Visual Resources Surveys KW - Transportation KW - Transportation Surveys KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36351117?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SEATTLE+MONORAIL+PROJECT+GREEN+LINE+LAKE+WASHINGTON+SHIP+CANAL+BRIDGE+AND+DUWAMISH+WATERWAY+BRIDGE+MODIFICATION%2C+SEATTLE%2C+WASHINGTON.&rft.title=SEATTLE+MONORAIL+PROJECT+GREEN+LINE+LAKE+WASHINGTON+SHIP+CANAL+BRIDGE+AND+DUWAMISH+WATERWAY+BRIDGE+MODIFICATION%2C+SEATTLE%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Coast Guard, Seattle, Washington; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: August 19, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SEATTLE MONORAIL PROJECT GREEN LINE LAKE WASHINGTON SHIP CANAL BRIDGE AND DUWAMISH WATERWAY BRIDGE MODIFICATION, SEATTLE, WASHINGTON. AN - 16364621; 10381 AB - PURPOSE: The construction and operation of a 14-mile monorail in the city of Seattle, Washington is proposed. A monorail is a type of elevated railway by which passenger cars travel along a single rectangular beam. The trains are guided by rubber tires against the beams and propelled by electric motors. The Green Line Monorail would provide transit service to a number of Seattle communities and destinations via monorail on elevated guideways in the Ballard, Interbay, Seattle Center, Belltown, Downtown, South Downtown, and West Seattle areas. Seattle has a long history of monorail use; the existing Seattle Center Monorail has been a part of civic life and public transit in the city since 1962. The analysis area has been divided six geographic segments extending from: Northwest 85th Street to south of the Lake Washington Ship Canal; south of the Lake Washington Ship Canal to West Harrison Street in southwest Queen Anne; West Harrison Street to the Seattle Center area and along Fifth Avenue in Bellstown to Lenora Street; Lenora Street to South Jackson Street at the King Street Station; King Street Station to South Horton Street; and South Horton Street over State Route 99 to the Alaska Junction and then along California Avenue Southwest to the Morgan Junction. Within each of these six segments, this draft EIS analyzes a number of alternative alignments and station locations. The Green Line would be accessed via up to 19 stations. The trains would be automated, obviating the need for drivers. Potential locations for the Green Line seven- to 10-acre operations center site include the Interbay and the South Downtown industrial areas. The operations center site could be used as a staging area from construction and as administrative headquarters for the system. Most train storage would occur at the operations center site, although temporary off-peak storage could occur at tail tracks at the north and south ends of the line or at pocket tracks near event stations as well as at a separate train storage facility in the South Downtown industrial area. The system would operate up to 19 hours per day year-round. Construction of system facilities would begin in 2005 and continue until the end of 2009, with the first portion of the line opening to riders on December 15, 2007. POSITIVE IMPACTS: Public transportation throughout the Seattle area would benefit from access to the system and removal of vehicular traffic from roads providing access to points along the monorail and to points accessed via bus from monorail stations. Air quality would improve and noise levels would decline accordingly. Construction jobs created by the project and ease of access to businesses and employers would boost the local economy significantly NEGATIVE IMPACTS: The project would result in the displacement of significant numbers of residential and commercial structures. Without effective implementation of mitigation measures, operational noise from the system could result in noise levels in excess of federal standards in the downtown area along 15th Avenue Northwest in Ballard, along West Harrison Street, along Fifth Avenue between Bell and Lenora streets, and along Second Avenue and Marion streets as well as in the West Seattle along Southwest Yancy Street, and the Southwest Avalon Way area, and along California Avenue Southwest between Southwest Hudson and Southwest Holly streets. The Green Line would lie within a seismically active zone. Monorail structures and station facilities would mar visual aesthetics in some areas, including the Pioneer Square Historic District. Workers would encounter a number of hazardous waste sites during construction. LEGAL MANDATES: General Bridge Act of 1946 (33 U.S.C. 535), National Historic Preservation Act of 1966, as amended (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: 030388, Volume 1 (Draft EIS & Appendices A-K))--897 pages, Volume 2 (Appendix L)--228 pages, Volume 3 (Appendix M)--103 pages, Volume 4 (Appendix N)--358 pages, Volume 5 (Appendices O-X)--271 pages, CD-ROM, August 19, 2003 PY - 2003 KW - Roads and Railroads KW - Air Quality KW - Cultural Resources Surveys KW - Employment KW - Hazardous Wastes KW - Historic Districts KW - Noise Control KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Visual Resources KW - Visual Resources Surveys KW - Transportation KW - Washington KW - General Bridge Act of 1946, Coast Guard Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16364621?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Coast Guard, Seattle, Washington; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 19, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - LIBERTY MEMORIAL BRIDGE REPLACEMENT, BISMARCK, NORTH DAKOTA (PROJECT SU-1-094(078)920). [Part 2 of 2] T2 - LIBERTY MEMORIAL BRIDGE REPLACEMENT, BISMARCK, NORTH DAKOTA (PROJECT SU-1-094(078)920). AN - 36374787; 10378-030384_0002 AB - PURPOSE: The rehabilitation or reconstruction of the Liberty Memorial Bridge connecting Bismarck and Mandan, North Dakota is proposed. The bridge, which spans the Missouri River, constitutes a key crossing on the Interstate 94 (I-94) Business Loop required to maintain connectivity between the two cities. The bridge suffers from poor and deteriorating structural components and does not provide the capacity to efficiently accommodate future traffic demands. The existing bridge is a two-lane, bi-directional facility. The project termini extend from the intersection with Fraine Barracks Road on the east of the Memorial Bridge and the I-94 interchange with the Bismarck Expressway on the west end of the bridge. Six alternatives, including a No-Build Alternative, were considered in the March 2003 draft EIS. Alternative 1 would involve rehabilitation of the existing bridge. Alternative 2A or 2B would result in the construction of a new four-lane bridge on a southern or northern alignment, respectively. Alternatives 3A or 3B would involve the construction of a new two-lane bridge on a southern or northern alignment, respectively. All six alternatives are located within a similar corridor. Alternative 2A is identified as the preferred alternative in this final EIS. Estimated costs of the action alternatives range from $37 million to $57 million. POSITIVE IMPACTS: Any action alternative would improve this critical link between Bismarck and Mandan. Alternative 1 would prevent excessive damage to a visually important structure that has been placed in the National Register of Historic Places. NEGATIVE IMPACTS: Alteration or demolition of the bridge would affect the historic structure. Alternative 1 would not efficiently accommodate future traffic demands, retain less than desirable structural geometrics and pedestrian facilities, and require closure of the bridge for 22 months. All build alternatives would have some potential for disturbing threatened and endangered species, increasing noise levels during the construction phase, and degrading water quality in the Missouri River. Alternatives 2A, 3A, 2B, or 3B would require the relocation of one home. LEGAL MANDATES: Department of Transportation Act of 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 03-0338D, Volume 27, Number 3. JF - EPA number: 030384, 252 pages, August 15, 2003 PY - 2003 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-ND-EIS-02-02-F KW - Bridges KW - Demolition KW - Endangered Species (Animals) KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - North Dakota KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36374787?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-08-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=LIBERTY+MEMORIAL+BRIDGE+REPLACEMENT%2C+BISMARCK%2C+NORTH+DAKOTA+%28PROJECT+SU-1-094%28078%29920%29.&rft.title=LIBERTY+MEMORIAL+BRIDGE+REPLACEMENT%2C+BISMARCK%2C+NORTH+DAKOTA+%28PROJECT+SU-1-094%28078%29920%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Bismarck, North Dakota; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: August 15, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - LIBERTY MEMORIAL BRIDGE REPLACEMENT, BISMARCK, NORTH DAKOTA (PROJECT SU-1-094(078)920). [Part 1 of 2] T2 - LIBERTY MEMORIAL BRIDGE REPLACEMENT, BISMARCK, NORTH DAKOTA (PROJECT SU-1-094(078)920). AN - 36372382; 10378-030384_0001 AB - PURPOSE: The rehabilitation or reconstruction of the Liberty Memorial Bridge connecting Bismarck and Mandan, North Dakota is proposed. The bridge, which spans the Missouri River, constitutes a key crossing on the Interstate 94 (I-94) Business Loop required to maintain connectivity between the two cities. The bridge suffers from poor and deteriorating structural components and does not provide the capacity to efficiently accommodate future traffic demands. The existing bridge is a two-lane, bi-directional facility. The project termini extend from the intersection with Fraine Barracks Road on the east of the Memorial Bridge and the I-94 interchange with the Bismarck Expressway on the west end of the bridge. Six alternatives, including a No-Build Alternative, were considered in the March 2003 draft EIS. Alternative 1 would involve rehabilitation of the existing bridge. Alternative 2A or 2B would result in the construction of a new four-lane bridge on a southern or northern alignment, respectively. Alternatives 3A or 3B would involve the construction of a new two-lane bridge on a southern or northern alignment, respectively. All six alternatives are located within a similar corridor. Alternative 2A is identified as the preferred alternative in this final EIS. Estimated costs of the action alternatives range from $37 million to $57 million. POSITIVE IMPACTS: Any action alternative would improve this critical link between Bismarck and Mandan. Alternative 1 would prevent excessive damage to a visually important structure that has been placed in the National Register of Historic Places. NEGATIVE IMPACTS: Alteration or demolition of the bridge would affect the historic structure. Alternative 1 would not efficiently accommodate future traffic demands, retain less than desirable structural geometrics and pedestrian facilities, and require closure of the bridge for 22 months. All build alternatives would have some potential for disturbing threatened and endangered species, increasing noise levels during the construction phase, and degrading water quality in the Missouri River. Alternatives 2A, 3A, 2B, or 3B would require the relocation of one home. LEGAL MANDATES: Department of Transportation Act of 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 03-0338D, Volume 27, Number 3. JF - EPA number: 030384, 252 pages, August 15, 2003 PY - 2003 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-ND-EIS-02-02-F KW - Bridges KW - Demolition KW - Endangered Species (Animals) KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - North Dakota KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36372382?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-08-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=LIBERTY+MEMORIAL+BRIDGE+REPLACEMENT%2C+BISMARCK%2C+NORTH+DAKOTA+%28PROJECT+SU-1-094%28078%29920%29.&rft.title=LIBERTY+MEMORIAL+BRIDGE+REPLACEMENT%2C+BISMARCK%2C+NORTH+DAKOTA+%28PROJECT+SU-1-094%28078%29920%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Bismarck, North Dakota; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: August 15, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - LIBERTY MEMORIAL BRIDGE REPLACEMENT, BISMARCK, NORTH DAKOTA (PROJECT SU-1-094(078)920). AN - 16367530; 10378 AB - PURPOSE: The rehabilitation or reconstruction of the Liberty Memorial Bridge connecting Bismarck and Mandan, North Dakota is proposed. The bridge, which spans the Missouri River, constitutes a key crossing on the Interstate 94 (I-94) Business Loop required to maintain connectivity between the two cities. The bridge suffers from poor and deteriorating structural components and does not provide the capacity to efficiently accommodate future traffic demands. The existing bridge is a two-lane, bi-directional facility. The project termini extend from the intersection with Fraine Barracks Road on the east of the Memorial Bridge and the I-94 interchange with the Bismarck Expressway on the west end of the bridge. Six alternatives, including a No-Build Alternative, were considered in the March 2003 draft EIS. Alternative 1 would involve rehabilitation of the existing bridge. Alternative 2A or 2B would result in the construction of a new four-lane bridge on a southern or northern alignment, respectively. Alternatives 3A or 3B would involve the construction of a new two-lane bridge on a southern or northern alignment, respectively. All six alternatives are located within a similar corridor. Alternative 2A is identified as the preferred alternative in this final EIS. Estimated costs of the action alternatives range from $37 million to $57 million. POSITIVE IMPACTS: Any action alternative would improve this critical link between Bismarck and Mandan. Alternative 1 would prevent excessive damage to a visually important structure that has been placed in the National Register of Historic Places. NEGATIVE IMPACTS: Alteration or demolition of the bridge would affect the historic structure. Alternative 1 would not efficiently accommodate future traffic demands, retain less than desirable structural geometrics and pedestrian facilities, and require closure of the bridge for 22 months. All build alternatives would have some potential for disturbing threatened and endangered species, increasing noise levels during the construction phase, and degrading water quality in the Missouri River. Alternatives 2A, 3A, 2B, or 3B would require the relocation of one home. LEGAL MANDATES: Department of Transportation Act of 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 03-0338D, Volume 27, Number 3. JF - EPA number: 030384, 252 pages, August 15, 2003 PY - 2003 KW - Roads and Railroads KW - Agency number: FHWA-ND-EIS-02-02-F KW - Bridges KW - Demolition KW - Endangered Species (Animals) KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - North Dakota KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16367530?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-08-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=LIBERTY+MEMORIAL+BRIDGE+REPLACEMENT%2C+BISMARCK%2C+NORTH+DAKOTA+%28PROJECT+SU-1-094%28078%29920%29.&rft.title=LIBERTY+MEMORIAL+BRIDGE+REPLACEMENT%2C+BISMARCK%2C+NORTH+DAKOTA+%28PROJECT+SU-1-094%28078%29920%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Bismarck, North Dakota; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: August 15, 2003 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - GRAVINA ACCESS PROJECT, KETCHIKAN, KETCHIKAN GATEWAY BOROUGH, ALASKA. [Part 6 of 8] T2 - GRAVINA ACCESS PROJECT, KETCHIKAN, KETCHIKAN GATEWAY BOROUGH, ALASKA. AN - 36384978; 10371-030376_0006 AB - PURPOSE: The construction of a roadway and bridge to improve public access between the community of Ketichikan on Revillagigedo Island and Gravina Island, Ketchikan Gateway Borough, Alaska is proposed. The project would constitute one of 17 federally funded high-priority transportation infrastructure projects in the state of Alaska. Currently, there is no surface transportation link between the islands. Public access is restricted to a ferry that transports vehicles, bicycles, and pedestrians across the Tongass Narrows from Ketichikan to the Ketchikan International Airport terminal on Gravina Islands. Nine build alternatives and a No Action Alternative are considered in this draft EIS. Build alternatives include four bridge alternatives that would cross the Tongass Narrows near the airport, two bridge alternatives that would Penock Island, and three ferry alternatives that would supplement the existing airport ferry service. The terminus locations for each of the alternatives would tie into Tongass Avenue at or near Peninsula Point, Signal Road, the existing airport ferry, Cambria Drive, Plaza Mall, the US Coast Guard Station, and the Forest Park subdivision. On Gravina Island, each alternative would have a terminus at Ketichikan International Airport and provide access to Borough and other developable land north of the airport. With the exception of one ferry alternative, all build alternatives would have a terminus on Gravina Island at the northern boundary between the airport property and the Borough property. The ferry alternative that would not provide a terminus at the airport /Borough property boundary would originate north of that boundary at Lewis Point. All build alternatives would provide for a roadway around the southern end of the airport runway connecting the airport terminal to a spine road on the west side of the airport. The roadway associated with each alternative would provide two lanes; roadway lengths range from 16,670 feet to 42,100 feet. The preferred alternative (Alternative F1) would provide for eight miles of new roadway, incorporating the bridge, connecting Tongass Avenue and the airport terminal via Pennock Island. Initial costs, annual operation and maintenance costs, and the 50-year lifecycle costs for the project are estimated at $230 million, $110,000, and $190 million, respectively. POSITIVE IMPACTS: The new bridge would improve access to the airport and to developable land on Gravina Island, thereby enhancing convenience for residents Ketichikan and Gravina Island and the long-term economic situation on Gravina Island. Construction activities would employ 470 workers. Annual ferry-related expenditures would decline by $27.1 million. NEGATIVE IMPACTS: The preferred alternative would affect 30 privately owned parcels. The route would traverse 15 waterbodies, displace 10.7 acres of upland, 103.3 acres of wetland habitat, and 0.6 acre of essential fish habitat. Two historic sites would be affected visually. Boundaries associated with special visual flight rules under which the airport operates would be affected in 10 instances. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Transportation Equity Act for the 21st Century. JF - EPA number: 030376, Draft EIS--481 pages, Appendices A-L--601 pages, Appendices M-R--307 pages, August 11, 2003 PY - 2003 VL - 6 KW - Parks, Refuges and Forests KW - Agency number: FHWA-AK-EIS-03-01-D KW - Air Quality Assessments KW - Airports KW - Bays KW - Bridges KW - Climatologic Assessments KW - Cost Assessments KW - Economic Assessments KW - Employment KW - Ferries KW - Fish KW - Fisheries Surveys KW - Health Hazard Analyses KW - Highways KW - Historic Sites KW - Islands KW - Relocation Plans KW - Roads KW - Safety KW - Section 404(b) Statements KW - Streams KW - Transportation KW - Wetlands KW - Alaska KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 10 Permits KW - Transportation Equity Act for the 21st Century, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36384978?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-08-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GRAVINA+ACCESS+PROJECT%2C+KETCHIKAN%2C+KETCHIKAN+GATEWAY+BOROUGH%2C+ALASKA.&rft.title=GRAVINA+ACCESS+PROJECT%2C+KETCHIKAN%2C+KETCHIKAN+GATEWAY+BOROUGH%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Juneau, Alaska; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 11, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GRAVINA ACCESS PROJECT, KETCHIKAN, KETCHIKAN GATEWAY BOROUGH, ALASKA. [Part 1 of 8] T2 - GRAVINA ACCESS PROJECT, KETCHIKAN, KETCHIKAN GATEWAY BOROUGH, ALASKA. AN - 36381159; 10371-030376_0001 AB - PURPOSE: The construction of a roadway and bridge to improve public access between the community of Ketichikan on Revillagigedo Island and Gravina Island, Ketchikan Gateway Borough, Alaska is proposed. The project would constitute one of 17 federally funded high-priority transportation infrastructure projects in the state of Alaska. Currently, there is no surface transportation link between the islands. Public access is restricted to a ferry that transports vehicles, bicycles, and pedestrians across the Tongass Narrows from Ketichikan to the Ketchikan International Airport terminal on Gravina Islands. Nine build alternatives and a No Action Alternative are considered in this draft EIS. Build alternatives include four bridge alternatives that would cross the Tongass Narrows near the airport, two bridge alternatives that would Penock Island, and three ferry alternatives that would supplement the existing airport ferry service. The terminus locations for each of the alternatives would tie into Tongass Avenue at or near Peninsula Point, Signal Road, the existing airport ferry, Cambria Drive, Plaza Mall, the US Coast Guard Station, and the Forest Park subdivision. On Gravina Island, each alternative would have a terminus at Ketichikan International Airport and provide access to Borough and other developable land north of the airport. With the exception of one ferry alternative, all build alternatives would have a terminus on Gravina Island at the northern boundary between the airport property and the Borough property. The ferry alternative that would not provide a terminus at the airport /Borough property boundary would originate north of that boundary at Lewis Point. All build alternatives would provide for a roadway around the southern end of the airport runway connecting the airport terminal to a spine road on the west side of the airport. The roadway associated with each alternative would provide two lanes; roadway lengths range from 16,670 feet to 42,100 feet. The preferred alternative (Alternative F1) would provide for eight miles of new roadway, incorporating the bridge, connecting Tongass Avenue and the airport terminal via Pennock Island. Initial costs, annual operation and maintenance costs, and the 50-year lifecycle costs for the project are estimated at $230 million, $110,000, and $190 million, respectively. POSITIVE IMPACTS: The new bridge would improve access to the airport and to developable land on Gravina Island, thereby enhancing convenience for residents Ketichikan and Gravina Island and the long-term economic situation on Gravina Island. Construction activities would employ 470 workers. Annual ferry-related expenditures would decline by $27.1 million. NEGATIVE IMPACTS: The preferred alternative would affect 30 privately owned parcels. The route would traverse 15 waterbodies, displace 10.7 acres of upland, 103.3 acres of wetland habitat, and 0.6 acre of essential fish habitat. Two historic sites would be affected visually. Boundaries associated with special visual flight rules under which the airport operates would be affected in 10 instances. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Transportation Equity Act for the 21st Century. JF - EPA number: 030376, Draft EIS--481 pages, Appendices A-L--601 pages, Appendices M-R--307 pages, August 11, 2003 PY - 2003 VL - 1 KW - Parks, Refuges and Forests KW - Agency number: FHWA-AK-EIS-03-01-D KW - Air Quality Assessments KW - Airports KW - Bays KW - Bridges KW - Climatologic Assessments KW - Cost Assessments KW - Economic Assessments KW - Employment KW - Ferries KW - Fish KW - Fisheries Surveys KW - Health Hazard Analyses KW - Highways KW - Historic Sites KW - Islands KW - Relocation Plans KW - Roads KW - Safety KW - Section 404(b) Statements KW - Streams KW - Transportation KW - Wetlands KW - Alaska KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 10 Permits KW - Transportation Equity Act for the 21st Century, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36381159?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-08-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GRAVINA+ACCESS+PROJECT%2C+KETCHIKAN%2C+KETCHIKAN+GATEWAY+BOROUGH%2C+ALASKA.&rft.title=GRAVINA+ACCESS+PROJECT%2C+KETCHIKAN%2C+KETCHIKAN+GATEWAY+BOROUGH%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Juneau, Alaska; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 11, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GRAVINA ACCESS PROJECT, KETCHIKAN, KETCHIKAN GATEWAY BOROUGH, ALASKA. [Part 8 of 8] T2 - GRAVINA ACCESS PROJECT, KETCHIKAN, KETCHIKAN GATEWAY BOROUGH, ALASKA. AN - 36380601; 10371-030376_0008 AB - PURPOSE: The construction of a roadway and bridge to improve public access between the community of Ketichikan on Revillagigedo Island and Gravina Island, Ketchikan Gateway Borough, Alaska is proposed. The project would constitute one of 17 federally funded high-priority transportation infrastructure projects in the state of Alaska. Currently, there is no surface transportation link between the islands. Public access is restricted to a ferry that transports vehicles, bicycles, and pedestrians across the Tongass Narrows from Ketichikan to the Ketchikan International Airport terminal on Gravina Islands. Nine build alternatives and a No Action Alternative are considered in this draft EIS. Build alternatives include four bridge alternatives that would cross the Tongass Narrows near the airport, two bridge alternatives that would Penock Island, and three ferry alternatives that would supplement the existing airport ferry service. The terminus locations for each of the alternatives would tie into Tongass Avenue at or near Peninsula Point, Signal Road, the existing airport ferry, Cambria Drive, Plaza Mall, the US Coast Guard Station, and the Forest Park subdivision. On Gravina Island, each alternative would have a terminus at Ketichikan International Airport and provide access to Borough and other developable land north of the airport. With the exception of one ferry alternative, all build alternatives would have a terminus on Gravina Island at the northern boundary between the airport property and the Borough property. The ferry alternative that would not provide a terminus at the airport /Borough property boundary would originate north of that boundary at Lewis Point. All build alternatives would provide for a roadway around the southern end of the airport runway connecting the airport terminal to a spine road on the west side of the airport. The roadway associated with each alternative would provide two lanes; roadway lengths range from 16,670 feet to 42,100 feet. The preferred alternative (Alternative F1) would provide for eight miles of new roadway, incorporating the bridge, connecting Tongass Avenue and the airport terminal via Pennock Island. Initial costs, annual operation and maintenance costs, and the 50-year lifecycle costs for the project are estimated at $230 million, $110,000, and $190 million, respectively. POSITIVE IMPACTS: The new bridge would improve access to the airport and to developable land on Gravina Island, thereby enhancing convenience for residents Ketichikan and Gravina Island and the long-term economic situation on Gravina Island. Construction activities would employ 470 workers. Annual ferry-related expenditures would decline by $27.1 million. NEGATIVE IMPACTS: The preferred alternative would affect 30 privately owned parcels. The route would traverse 15 waterbodies, displace 10.7 acres of upland, 103.3 acres of wetland habitat, and 0.6 acre of essential fish habitat. Two historic sites would be affected visually. Boundaries associated with special visual flight rules under which the airport operates would be affected in 10 instances. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Transportation Equity Act for the 21st Century. JF - EPA number: 030376, Draft EIS--481 pages, Appendices A-L--601 pages, Appendices M-R--307 pages, August 11, 2003 PY - 2003 VL - 8 KW - Parks, Refuges and Forests KW - Agency number: FHWA-AK-EIS-03-01-D KW - Air Quality Assessments KW - Airports KW - Bays KW - Bridges KW - Climatologic Assessments KW - Cost Assessments KW - Economic Assessments KW - Employment KW - Ferries KW - Fish KW - Fisheries Surveys KW - Health Hazard Analyses KW - Highways KW - Historic Sites KW - Islands KW - Relocation Plans KW - Roads KW - Safety KW - Section 404(b) Statements KW - Streams KW - Transportation KW - Wetlands KW - Alaska KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 10 Permits KW - Transportation Equity Act for the 21st Century, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36380601?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-08-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GRAVINA+ACCESS+PROJECT%2C+KETCHIKAN%2C+KETCHIKAN+GATEWAY+BOROUGH%2C+ALASKA.&rft.title=GRAVINA+ACCESS+PROJECT%2C+KETCHIKAN%2C+KETCHIKAN+GATEWAY+BOROUGH%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Juneau, Alaska; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 11, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GRAVINA ACCESS PROJECT, KETCHIKAN, KETCHIKAN GATEWAY BOROUGH, ALASKA. [Part 5 of 8] T2 - GRAVINA ACCESS PROJECT, KETCHIKAN, KETCHIKAN GATEWAY BOROUGH, ALASKA. AN - 36380540; 10371-030376_0005 AB - PURPOSE: The construction of a roadway and bridge to improve public access between the community of Ketichikan on Revillagigedo Island and Gravina Island, Ketchikan Gateway Borough, Alaska is proposed. The project would constitute one of 17 federally funded high-priority transportation infrastructure projects in the state of Alaska. Currently, there is no surface transportation link between the islands. Public access is restricted to a ferry that transports vehicles, bicycles, and pedestrians across the Tongass Narrows from Ketichikan to the Ketchikan International Airport terminal on Gravina Islands. Nine build alternatives and a No Action Alternative are considered in this draft EIS. Build alternatives include four bridge alternatives that would cross the Tongass Narrows near the airport, two bridge alternatives that would Penock Island, and three ferry alternatives that would supplement the existing airport ferry service. The terminus locations for each of the alternatives would tie into Tongass Avenue at or near Peninsula Point, Signal Road, the existing airport ferry, Cambria Drive, Plaza Mall, the US Coast Guard Station, and the Forest Park subdivision. On Gravina Island, each alternative would have a terminus at Ketichikan International Airport and provide access to Borough and other developable land north of the airport. With the exception of one ferry alternative, all build alternatives would have a terminus on Gravina Island at the northern boundary between the airport property and the Borough property. The ferry alternative that would not provide a terminus at the airport /Borough property boundary would originate north of that boundary at Lewis Point. All build alternatives would provide for a roadway around the southern end of the airport runway connecting the airport terminal to a spine road on the west side of the airport. The roadway associated with each alternative would provide two lanes; roadway lengths range from 16,670 feet to 42,100 feet. The preferred alternative (Alternative F1) would provide for eight miles of new roadway, incorporating the bridge, connecting Tongass Avenue and the airport terminal via Pennock Island. Initial costs, annual operation and maintenance costs, and the 50-year lifecycle costs for the project are estimated at $230 million, $110,000, and $190 million, respectively. POSITIVE IMPACTS: The new bridge would improve access to the airport and to developable land on Gravina Island, thereby enhancing convenience for residents Ketichikan and Gravina Island and the long-term economic situation on Gravina Island. Construction activities would employ 470 workers. Annual ferry-related expenditures would decline by $27.1 million. NEGATIVE IMPACTS: The preferred alternative would affect 30 privately owned parcels. The route would traverse 15 waterbodies, displace 10.7 acres of upland, 103.3 acres of wetland habitat, and 0.6 acre of essential fish habitat. Two historic sites would be affected visually. Boundaries associated with special visual flight rules under which the airport operates would be affected in 10 instances. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Transportation Equity Act for the 21st Century. JF - EPA number: 030376, Draft EIS--481 pages, Appendices A-L--601 pages, Appendices M-R--307 pages, August 11, 2003 PY - 2003 VL - 5 KW - Parks, Refuges and Forests KW - Agency number: FHWA-AK-EIS-03-01-D KW - Air Quality Assessments KW - Airports KW - Bays KW - Bridges KW - Climatologic Assessments KW - Cost Assessments KW - Economic Assessments KW - Employment KW - Ferries KW - Fish KW - Fisheries Surveys KW - Health Hazard Analyses KW - Highways KW - Historic Sites KW - Islands KW - Relocation Plans KW - Roads KW - Safety KW - Section 404(b) Statements KW - Streams KW - Transportation KW - Wetlands KW - Alaska KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 10 Permits KW - Transportation Equity Act for the 21st Century, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36380540?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-08-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GRAVINA+ACCESS+PROJECT%2C+KETCHIKAN%2C+KETCHIKAN+GATEWAY+BOROUGH%2C+ALASKA.&rft.title=GRAVINA+ACCESS+PROJECT%2C+KETCHIKAN%2C+KETCHIKAN+GATEWAY+BOROUGH%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Juneau, Alaska; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 11, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GRAVINA ACCESS PROJECT, KETCHIKAN, KETCHIKAN GATEWAY BOROUGH, ALASKA. [Part 3 of 8] T2 - GRAVINA ACCESS PROJECT, KETCHIKAN, KETCHIKAN GATEWAY BOROUGH, ALASKA. AN - 36380374; 10371-030376_0003 AB - PURPOSE: The construction of a roadway and bridge to improve public access between the community of Ketichikan on Revillagigedo Island and Gravina Island, Ketchikan Gateway Borough, Alaska is proposed. The project would constitute one of 17 federally funded high-priority transportation infrastructure projects in the state of Alaska. Currently, there is no surface transportation link between the islands. Public access is restricted to a ferry that transports vehicles, bicycles, and pedestrians across the Tongass Narrows from Ketichikan to the Ketchikan International Airport terminal on Gravina Islands. Nine build alternatives and a No Action Alternative are considered in this draft EIS. Build alternatives include four bridge alternatives that would cross the Tongass Narrows near the airport, two bridge alternatives that would Penock Island, and three ferry alternatives that would supplement the existing airport ferry service. The terminus locations for each of the alternatives would tie into Tongass Avenue at or near Peninsula Point, Signal Road, the existing airport ferry, Cambria Drive, Plaza Mall, the US Coast Guard Station, and the Forest Park subdivision. On Gravina Island, each alternative would have a terminus at Ketichikan International Airport and provide access to Borough and other developable land north of the airport. With the exception of one ferry alternative, all build alternatives would have a terminus on Gravina Island at the northern boundary between the airport property and the Borough property. The ferry alternative that would not provide a terminus at the airport /Borough property boundary would originate north of that boundary at Lewis Point. All build alternatives would provide for a roadway around the southern end of the airport runway connecting the airport terminal to a spine road on the west side of the airport. The roadway associated with each alternative would provide two lanes; roadway lengths range from 16,670 feet to 42,100 feet. The preferred alternative (Alternative F1) would provide for eight miles of new roadway, incorporating the bridge, connecting Tongass Avenue and the airport terminal via Pennock Island. Initial costs, annual operation and maintenance costs, and the 50-year lifecycle costs for the project are estimated at $230 million, $110,000, and $190 million, respectively. POSITIVE IMPACTS: The new bridge would improve access to the airport and to developable land on Gravina Island, thereby enhancing convenience for residents Ketichikan and Gravina Island and the long-term economic situation on Gravina Island. Construction activities would employ 470 workers. Annual ferry-related expenditures would decline by $27.1 million. NEGATIVE IMPACTS: The preferred alternative would affect 30 privately owned parcels. The route would traverse 15 waterbodies, displace 10.7 acres of upland, 103.3 acres of wetland habitat, and 0.6 acre of essential fish habitat. Two historic sites would be affected visually. Boundaries associated with special visual flight rules under which the airport operates would be affected in 10 instances. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Transportation Equity Act for the 21st Century. JF - EPA number: 030376, Draft EIS--481 pages, Appendices A-L--601 pages, Appendices M-R--307 pages, August 11, 2003 PY - 2003 VL - 3 KW - Parks, Refuges and Forests KW - Agency number: FHWA-AK-EIS-03-01-D KW - Air Quality Assessments KW - Airports KW - Bays KW - Bridges KW - Climatologic Assessments KW - Cost Assessments KW - Economic Assessments KW - Employment KW - Ferries KW - Fish KW - Fisheries Surveys KW - Health Hazard Analyses KW - Highways KW - Historic Sites KW - Islands KW - Relocation Plans KW - Roads KW - Safety KW - Section 404(b) Statements KW - Streams KW - Transportation KW - Wetlands KW - Alaska KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 10 Permits KW - Transportation Equity Act for the 21st Century, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36380374?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&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 - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 11, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GRAVINA ACCESS PROJECT, KETCHIKAN, KETCHIKAN GATEWAY BOROUGH, ALASKA. [Part 2 of 8] T2 - GRAVINA ACCESS PROJECT, KETCHIKAN, KETCHIKAN GATEWAY BOROUGH, ALASKA. AN - 36380145; 10371-030376_0002 AB - PURPOSE: The construction of a roadway and bridge to improve public access between the community of Ketichikan on Revillagigedo Island and Gravina Island, Ketchikan Gateway Borough, Alaska is proposed. The project would constitute one of 17 federally funded high-priority transportation infrastructure projects in the state of Alaska. Currently, there is no surface transportation link between the islands. Public access is restricted to a ferry that transports vehicles, bicycles, and pedestrians across the Tongass Narrows from Ketichikan to the Ketchikan International Airport terminal on Gravina Islands. Nine build alternatives and a No Action Alternative are considered in this draft EIS. Build alternatives include four bridge alternatives that would cross the Tongass Narrows near the airport, two bridge alternatives that would Penock Island, and three ferry alternatives that would supplement the existing airport ferry service. The terminus locations for each of the alternatives would tie into Tongass Avenue at or near Peninsula Point, Signal Road, the existing airport ferry, Cambria Drive, Plaza Mall, the US Coast Guard Station, and the Forest Park subdivision. On Gravina Island, each alternative would have a terminus at Ketichikan International Airport and provide access to Borough and other developable land north of the airport. With the exception of one ferry alternative, all build alternatives would have a terminus on Gravina Island at the northern boundary between the airport property and the Borough property. The ferry alternative that would not provide a terminus at the airport /Borough property boundary would originate north of that boundary at Lewis Point. All build alternatives would provide for a roadway around the southern end of the airport runway connecting the airport terminal to a spine road on the west side of the airport. The roadway associated with each alternative would provide two lanes; roadway lengths range from 16,670 feet to 42,100 feet. The preferred alternative (Alternative F1) would provide for eight miles of new roadway, incorporating the bridge, connecting Tongass Avenue and the airport terminal via Pennock Island. Initial costs, annual operation and maintenance costs, and the 50-year lifecycle costs for the project are estimated at $230 million, $110,000, and $190 million, respectively. POSITIVE IMPACTS: The new bridge would improve access to the airport and to developable land on Gravina Island, thereby enhancing convenience for residents Ketichikan and Gravina Island and the long-term economic situation on Gravina Island. Construction activities would employ 470 workers. Annual ferry-related expenditures would decline by $27.1 million. NEGATIVE IMPACTS: The preferred alternative would affect 30 privately owned parcels. The route would traverse 15 waterbodies, displace 10.7 acres of upland, 103.3 acres of wetland habitat, and 0.6 acre of essential fish habitat. Two historic sites would be affected visually. Boundaries associated with special visual flight rules under which the airport operates would be affected in 10 instances. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Transportation Equity Act for the 21st Century. JF - EPA number: 030376, Draft EIS--481 pages, Appendices A-L--601 pages, Appendices M-R--307 pages, August 11, 2003 PY - 2003 VL - 2 KW - Parks, Refuges and Forests KW - Agency number: FHWA-AK-EIS-03-01-D KW - Air Quality Assessments KW - Airports KW - Bays KW - Bridges KW - Climatologic Assessments KW - Cost Assessments KW - Economic Assessments KW - Employment KW - Ferries KW - Fish KW - Fisheries Surveys KW - Health Hazard Analyses KW - Highways KW - Historic Sites KW - Islands KW - Relocation Plans KW - Roads KW - Safety KW - Section 404(b) Statements KW - Streams KW - Transportation KW - Wetlands KW - Alaska KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 10 Permits KW - Transportation Equity Act for the 21st Century, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36380145?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-08-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GRAVINA+ACCESS+PROJECT%2C+KETCHIKAN%2C+KETCHIKAN+GATEWAY+BOROUGH%2C+ALASKA.&rft.title=GRAVINA+ACCESS+PROJECT%2C+KETCHIKAN%2C+KETCHIKAN+GATEWAY+BOROUGH%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Juneau, Alaska; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 11, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GRAVINA ACCESS PROJECT, KETCHIKAN, KETCHIKAN GATEWAY BOROUGH, ALASKA. [Part 4 of 8] T2 - GRAVINA ACCESS PROJECT, KETCHIKAN, KETCHIKAN GATEWAY BOROUGH, ALASKA. AN - 36380122; 10371-030376_0004 AB - PURPOSE: The construction of a roadway and bridge to improve public access between the community of Ketichikan on Revillagigedo Island and Gravina Island, Ketchikan Gateway Borough, Alaska is proposed. The project would constitute one of 17 federally funded high-priority transportation infrastructure projects in the state of Alaska. Currently, there is no surface transportation link between the islands. Public access is restricted to a ferry that transports vehicles, bicycles, and pedestrians across the Tongass Narrows from Ketichikan to the Ketchikan International Airport terminal on Gravina Islands. Nine build alternatives and a No Action Alternative are considered in this draft EIS. Build alternatives include four bridge alternatives that would cross the Tongass Narrows near the airport, two bridge alternatives that would Penock Island, and three ferry alternatives that would supplement the existing airport ferry service. The terminus locations for each of the alternatives would tie into Tongass Avenue at or near Peninsula Point, Signal Road, the existing airport ferry, Cambria Drive, Plaza Mall, the US Coast Guard Station, and the Forest Park subdivision. On Gravina Island, each alternative would have a terminus at Ketichikan International Airport and provide access to Borough and other developable land north of the airport. With the exception of one ferry alternative, all build alternatives would have a terminus on Gravina Island at the northern boundary between the airport property and the Borough property. The ferry alternative that would not provide a terminus at the airport /Borough property boundary would originate north of that boundary at Lewis Point. All build alternatives would provide for a roadway around the southern end of the airport runway connecting the airport terminal to a spine road on the west side of the airport. The roadway associated with each alternative would provide two lanes; roadway lengths range from 16,670 feet to 42,100 feet. The preferred alternative (Alternative F1) would provide for eight miles of new roadway, incorporating the bridge, connecting Tongass Avenue and the airport terminal via Pennock Island. Initial costs, annual operation and maintenance costs, and the 50-year lifecycle costs for the project are estimated at $230 million, $110,000, and $190 million, respectively. POSITIVE IMPACTS: The new bridge would improve access to the airport and to developable land on Gravina Island, thereby enhancing convenience for residents Ketichikan and Gravina Island and the long-term economic situation on Gravina Island. Construction activities would employ 470 workers. Annual ferry-related expenditures would decline by $27.1 million. NEGATIVE IMPACTS: The preferred alternative would affect 30 privately owned parcels. The route would traverse 15 waterbodies, displace 10.7 acres of upland, 103.3 acres of wetland habitat, and 0.6 acre of essential fish habitat. Two historic sites would be affected visually. Boundaries associated with special visual flight rules under which the airport operates would be affected in 10 instances. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Transportation Equity Act for the 21st Century. JF - EPA number: 030376, Draft EIS--481 pages, Appendices A-L--601 pages, Appendices M-R--307 pages, August 11, 2003 PY - 2003 VL - 4 KW - Parks, Refuges and Forests KW - Agency number: FHWA-AK-EIS-03-01-D KW - Air Quality Assessments KW - Airports KW - Bays KW - Bridges KW - Climatologic Assessments KW - Cost Assessments KW - Economic Assessments KW - Employment KW - Ferries KW - Fish KW - Fisheries Surveys KW - Health Hazard Analyses KW - Highways KW - Historic Sites KW - Islands KW - Relocation Plans KW - Roads KW - Safety KW - Section 404(b) Statements KW - Streams KW - Transportation KW - Wetlands KW - Alaska KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 10 Permits KW - Transportation Equity Act for the 21st Century, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36380122?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-08-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GRAVINA+ACCESS+PROJECT%2C+KETCHIKAN%2C+KETCHIKAN+GATEWAY+BOROUGH%2C+ALASKA.&rft.title=GRAVINA+ACCESS+PROJECT%2C+KETCHIKAN%2C+KETCHIKAN+GATEWAY+BOROUGH%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Juneau, Alaska; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 11, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GRAVINA ACCESS PROJECT, KETCHIKAN, KETCHIKAN GATEWAY BOROUGH, ALASKA. [Part 7 of 8] T2 - GRAVINA ACCESS PROJECT, KETCHIKAN, KETCHIKAN GATEWAY BOROUGH, ALASKA. AN - 36373231; 10371-030376_0007 AB - PURPOSE: The construction of a roadway and bridge to improve public access between the community of Ketichikan on Revillagigedo Island and Gravina Island, Ketchikan Gateway Borough, Alaska is proposed. The project would constitute one of 17 federally funded high-priority transportation infrastructure projects in the state of Alaska. Currently, there is no surface transportation link between the islands. Public access is restricted to a ferry that transports vehicles, bicycles, and pedestrians across the Tongass Narrows from Ketichikan to the Ketchikan International Airport terminal on Gravina Islands. Nine build alternatives and a No Action Alternative are considered in this draft EIS. Build alternatives include four bridge alternatives that would cross the Tongass Narrows near the airport, two bridge alternatives that would Penock Island, and three ferry alternatives that would supplement the existing airport ferry service. The terminus locations for each of the alternatives would tie into Tongass Avenue at or near Peninsula Point, Signal Road, the existing airport ferry, Cambria Drive, Plaza Mall, the US Coast Guard Station, and the Forest Park subdivision. On Gravina Island, each alternative would have a terminus at Ketichikan International Airport and provide access to Borough and other developable land north of the airport. With the exception of one ferry alternative, all build alternatives would have a terminus on Gravina Island at the northern boundary between the airport property and the Borough property. The ferry alternative that would not provide a terminus at the airport /Borough property boundary would originate north of that boundary at Lewis Point. All build alternatives would provide for a roadway around the southern end of the airport runway connecting the airport terminal to a spine road on the west side of the airport. The roadway associated with each alternative would provide two lanes; roadway lengths range from 16,670 feet to 42,100 feet. The preferred alternative (Alternative F1) would provide for eight miles of new roadway, incorporating the bridge, connecting Tongass Avenue and the airport terminal via Pennock Island. Initial costs, annual operation and maintenance costs, and the 50-year lifecycle costs for the project are estimated at $230 million, $110,000, and $190 million, respectively. POSITIVE IMPACTS: The new bridge would improve access to the airport and to developable land on Gravina Island, thereby enhancing convenience for residents Ketichikan and Gravina Island and the long-term economic situation on Gravina Island. Construction activities would employ 470 workers. Annual ferry-related expenditures would decline by $27.1 million. NEGATIVE IMPACTS: The preferred alternative would affect 30 privately owned parcels. The route would traverse 15 waterbodies, displace 10.7 acres of upland, 103.3 acres of wetland habitat, and 0.6 acre of essential fish habitat. Two historic sites would be affected visually. Boundaries associated with special visual flight rules under which the airport operates would be affected in 10 instances. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Transportation Equity Act for the 21st Century. JF - EPA number: 030376, Draft EIS--481 pages, Appendices A-L--601 pages, Appendices M-R--307 pages, August 11, 2003 PY - 2003 VL - 7 KW - Parks, Refuges and Forests KW - Agency number: FHWA-AK-EIS-03-01-D KW - Air Quality Assessments KW - Airports KW - Bays KW - Bridges KW - Climatologic Assessments KW - Cost Assessments KW - Economic Assessments KW - Employment KW - Ferries KW - Fish KW - Fisheries Surveys KW - Health Hazard Analyses KW - Highways KW - Historic Sites KW - Islands KW - Relocation Plans KW - Roads KW - Safety KW - Section 404(b) Statements KW - Streams KW - Transportation KW - Wetlands KW - Alaska KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 10 Permits KW - Transportation Equity Act for the 21st Century, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36373231?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-08-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GRAVINA+ACCESS+PROJECT%2C+KETCHIKAN%2C+KETCHIKAN+GATEWAY+BOROUGH%2C+ALASKA.&rft.title=GRAVINA+ACCESS+PROJECT%2C+KETCHIKAN%2C+KETCHIKAN+GATEWAY+BOROUGH%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Juneau, Alaska; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 11, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GRAVINA ACCESS PROJECT, KETCHIKAN, KETCHIKAN GATEWAY BOROUGH, ALASKA. AN - 16354742; 10371 AB - PURPOSE: The construction of a roadway and bridge to improve public access between the community of Ketichikan on Revillagigedo Island and Gravina Island, Ketchikan Gateway Borough, Alaska is proposed. The project would constitute one of 17 federally funded high-priority transportation infrastructure projects in the state of Alaska. Currently, there is no surface transportation link between the islands. Public access is restricted to a ferry that transports vehicles, bicycles, and pedestrians across the Tongass Narrows from Ketichikan to the Ketchikan International Airport terminal on Gravina Islands. Nine build alternatives and a No Action Alternative are considered in this draft EIS. Build alternatives include four bridge alternatives that would cross the Tongass Narrows near the airport, two bridge alternatives that would Penock Island, and three ferry alternatives that would supplement the existing airport ferry service. The terminus locations for each of the alternatives would tie into Tongass Avenue at or near Peninsula Point, Signal Road, the existing airport ferry, Cambria Drive, Plaza Mall, the US Coast Guard Station, and the Forest Park subdivision. On Gravina Island, each alternative would have a terminus at Ketichikan International Airport and provide access to Borough and other developable land north of the airport. With the exception of one ferry alternative, all build alternatives would have a terminus on Gravina Island at the northern boundary between the airport property and the Borough property. The ferry alternative that would not provide a terminus at the airport /Borough property boundary would originate north of that boundary at Lewis Point. All build alternatives would provide for a roadway around the southern end of the airport runway connecting the airport terminal to a spine road on the west side of the airport. The roadway associated with each alternative would provide two lanes; roadway lengths range from 16,670 feet to 42,100 feet. The preferred alternative (Alternative F1) would provide for eight miles of new roadway, incorporating the bridge, connecting Tongass Avenue and the airport terminal via Pennock Island. Initial costs, annual operation and maintenance costs, and the 50-year lifecycle costs for the project are estimated at $230 million, $110,000, and $190 million, respectively. POSITIVE IMPACTS: The new bridge would improve access to the airport and to developable land on Gravina Island, thereby enhancing convenience for residents Ketichikan and Gravina Island and the long-term economic situation on Gravina Island. Construction activities would employ 470 workers. Annual ferry-related expenditures would decline by $27.1 million. NEGATIVE IMPACTS: The preferred alternative would affect 30 privately owned parcels. The route would traverse 15 waterbodies, displace 10.7 acres of upland, 103.3 acres of wetland habitat, and 0.6 acre of essential fish habitat. Two historic sites would be affected visually. Boundaries associated with special visual flight rules under which the airport operates would be affected in 10 instances. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Transportation Equity Act for the 21st Century. JF - EPA number: 030376, Draft EIS--481 pages, Appendices A-L--601 pages, Appendices M-R--307 pages, August 11, 2003 PY - 2003 KW - Parks, Refuges and Forests KW - Agency number: FHWA-AK-EIS-03-01-D KW - Air Quality Assessments KW - Airports KW - Bays KW - Bridges KW - Climatologic Assessments KW - Cost Assessments KW - Economic Assessments KW - Employment KW - Ferries KW - Fish KW - Fisheries Surveys KW - Health Hazard Analyses KW - Highways KW - Historic Sites KW - Islands KW - Relocation Plans KW - Roads KW - Safety KW - Section 404(b) Statements KW - Streams KW - Transportation KW - Wetlands KW - Alaska KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 10 Permits KW - Transportation Equity Act for the 21st Century, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16354742?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-08-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GRAVINA+ACCESS+PROJECT%2C+KETCHIKAN%2C+KETCHIKAN+GATEWAY+BOROUGH%2C+ALASKA.&rft.title=GRAVINA+ACCESS+PROJECT%2C+KETCHIKAN%2C+KETCHIKAN+GATEWAY+BOROUGH%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Juneau, Alaska; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 11, 2003 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - PRIMARY CORRIDOR TRANSPORTATION PROJECT, CITY AND COUNTY OF HONOLULU, HAWAII. AN - 36432079; 10359 AB - PURPOSE: The implementation of transportation improvements within the primary transportation corridor of Oahu, Hawaii is proposed. The primary transportation corridor extends from Kapolei in the Ewa District to the University of Hawaii-Manoa and Waikiki in the primary urban center. Three alternatives, including a No-Build (Alternative 1), were considered in the draft EIS of August 2000 and were reconsidered, along with a revision of Alternative 3, in the draft supplemental EIS of March 2002. The three alternatives, as outlined in the draft supplemental EIS, are again considered in this final EIS. Alternative 1 would include those projects expected to be implemented in the next three years, as well as expansion of bus service in developing areas to maintain existing levels of service. Alternative 2, which is the transportation system management (TSM) alternative, would feature the reconfiguration of the present bus route network to a hub-and-spoke system as well as some highway elements. Alternative 3 would build on the hub-and-spoke bus system proposed under Alternative 2, adding regional and in-town bus rapid transit (BRT) systems. Under Alternative 3, the regional BRT system would include a continuous H-1 BRT corridor from Kapolei to the downtown area with special ramps to transit centers, while the in-town BRT system would provide a high-capacity transit spine from Middle Street to the downtown area, a university branch from the downtown area to the University of Haiwaii-Manoa, and a Kakaako /Waikiki branch that would extend from downtown to Waikiki via Kakaako. Two options for the technology of the in-town BRT system are being studied. Both involve the use of low-floor, articulated electric buses. One is the "touchable embedded plate" technology, in which traction power would be provided to the vehicles through a power strip embedded in the roadway. Under either action alternative, noise barriers would be provided along sections of the Hawaii 1 Freeway in Waipahu. The other is a hybrid diesel/electric technology. The preferred alternative (Revised Alternative 3) is a revision of the regional BRT alternative. The revision would involve alterations in the ramp configuration; addition of a new BRT branch running from Iwilei Transit Center through downtown Honolulu, the Aloha Tower Marketplace, and Kakaako Makai en route to Waikiki; rerouting a short section of the University of Hawaii-Manoa BRT alignment from Ward Avenue to Pensacola Street; rerouting of a portion of the former Kakaako/Waikiki Branch; addition of two new stops to the Kakaako Mauka Branch; and relocation of two other stops. Estimated capital costs of implementation of alternatives 1 and 2 and revised Alternative 3 are $404.4 million, $540.8 million, and $954.9 million to $1.0 billion, respectively. Annual operating and maintenance costs of alternatives 1 and 2 and revised Alternative 3 are estimated at $120.7 million, $139.8 million, and $151.2 million, respectively. POSITIVE IMPACTS: Either action alternative would increase the carrying capacity of the transportation system in the primary transportation corridor by providing alternatives to the private automobile. The action alternatives would also support desired development patterns, improve transportation linkage between Kapolei and Honolulu's urban core and between communities in the primary urban center. Alternative 3 as revised would best meet these objectives. Alternatives 2 and revised Alternative 3 would create substantial new employment opportunities. The build alternatives would improve regional air quality significantly. NEGATIVE IMPACTS: Some businesses could be displaced to develop new transit centers and expanded maintenance facilities under Alternative 2 or 3 revised. Under Alternative 3 revised, the design of transit stops at some locations would adversely affect the historical environments of these areas. The extensive bus network under Alternative 2 would adversely affect bicycle travel due to the inclusion of semi-exclusive lanes in the downtown area. LEGAL MANDATES: General Bridge Act of 1946 (33 U.S.C. 535), National Historic Preservation Act of 1966, as amended (16 U.S.C. 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 supplemental EIS, see 00-0437D, Volume 24, Number 4 and 02-0211D, Volume 26, Number 2, respectively. JF - EPA number: 030364, 507 pages, CR-ROM, August 1, 2003 PY - 2003 KW - Roads and Railroads KW - Air Quality KW - Central Business Districts KW - Economic Assessments KW - Employment KW - Highways KW - Historic Sites KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Transportation KW - Hawaii KW - General Bridge Act of 1946, Coast Guard Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36432079?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-08-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PRIMARY+CORRIDOR+TRANSPORTATION+PROJECT%2C+CITY+AND+COUNTY+OF+HONOLULU%2C+HAWAII.&rft.title=PRIMARY+CORRIDOR+TRANSPORTATION+PROJECT%2C+CITY+AND+COUNTY+OF+HONOLULU%2C+HAWAII.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: August 1, 2003 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - PRIMARY CORRIDOR TRANSPORTATION PROJECT, CITY AND COUNTY OF HONOLULU, HAWAII. [Part 4 of 8] T2 - PRIMARY CORRIDOR TRANSPORTATION PROJECT, CITY AND COUNTY OF HONOLULU, HAWAII. AN - 36384623; 10359-030364_0004 AB - PURPOSE: The implementation of transportation improvements within the primary transportation corridor of Oahu, Hawaii is proposed. The primary transportation corridor extends from Kapolei in the Ewa District to the University of Hawaii-Manoa and Waikiki in the primary urban center. Three alternatives, including a No-Build (Alternative 1), were considered in the draft EIS of August 2000 and were reconsidered, along with a revision of Alternative 3, in the draft supplemental EIS of March 2002. The three alternatives, as outlined in the draft supplemental EIS, are again considered in this final EIS. Alternative 1 would include those projects expected to be implemented in the next three years, as well as expansion of bus service in developing areas to maintain existing levels of service. Alternative 2, which is the transportation system management (TSM) alternative, would feature the reconfiguration of the present bus route network to a hub-and-spoke system as well as some highway elements. Alternative 3 would build on the hub-and-spoke bus system proposed under Alternative 2, adding regional and in-town bus rapid transit (BRT) systems. Under Alternative 3, the regional BRT system would include a continuous H-1 BRT corridor from Kapolei to the downtown area with special ramps to transit centers, while the in-town BRT system would provide a high-capacity transit spine from Middle Street to the downtown area, a university branch from the downtown area to the University of Haiwaii-Manoa, and a Kakaako /Waikiki branch that would extend from downtown to Waikiki via Kakaako. Two options for the technology of the in-town BRT system are being studied. Both involve the use of low-floor, articulated electric buses. One is the "touchable embedded plate" technology, in which traction power would be provided to the vehicles through a power strip embedded in the roadway. Under either action alternative, noise barriers would be provided along sections of the Hawaii 1 Freeway in Waipahu. The other is a hybrid diesel/electric technology. The preferred alternative (Revised Alternative 3) is a revision of the regional BRT alternative. The revision would involve alterations in the ramp configuration; addition of a new BRT branch running from Iwilei Transit Center through downtown Honolulu, the Aloha Tower Marketplace, and Kakaako Makai en route to Waikiki; rerouting a short section of the University of Hawaii-Manoa BRT alignment from Ward Avenue to Pensacola Street; rerouting of a portion of the former Kakaako/Waikiki Branch; addition of two new stops to the Kakaako Mauka Branch; and relocation of two other stops. Estimated capital costs of implementation of alternatives 1 and 2 and revised Alternative 3 are $404.4 million, $540.8 million, and $954.9 million to $1.0 billion, respectively. Annual operating and maintenance costs of alternatives 1 and 2 and revised Alternative 3 are estimated at $120.7 million, $139.8 million, and $151.2 million, respectively. POSITIVE IMPACTS: Either action alternative would increase the carrying capacity of the transportation system in the primary transportation corridor by providing alternatives to the private automobile. The action alternatives would also support desired development patterns, improve transportation linkage between Kapolei and Honolulu's urban core and between communities in the primary urban center. Alternative 3 as revised would best meet these objectives. Alternatives 2 and revised Alternative 3 would create substantial new employment opportunities. The build alternatives would improve regional air quality significantly. NEGATIVE IMPACTS: Some businesses could be displaced to develop new transit centers and expanded maintenance facilities under Alternative 2 or 3 revised. Under Alternative 3 revised, the design of transit stops at some locations would adversely affect the historical environments of these areas. The extensive bus network under Alternative 2 would adversely affect bicycle travel due to the inclusion of semi-exclusive lanes in the downtown area. LEGAL MANDATES: General Bridge Act of 1946 (33 U.S.C. 535), National Historic Preservation Act of 1966, as amended (16 U.S.C. 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 supplemental EIS, see 00-0437D, Volume 24, Number 4 and 02-0211D, Volume 26, Number 2, respectively. JF - EPA number: 030364, 507 pages, CR-ROM, August 1, 2003 PY - 2003 VL - 4 KW - Roads and Railroads KW - Air Quality KW - Central Business Districts KW - Economic Assessments KW - Employment KW - Highways KW - Historic Sites KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Transportation KW - Hawaii KW - General Bridge Act of 1946, Coast Guard Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36384623?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-08-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PRIMARY+CORRIDOR+TRANSPORTATION+PROJECT%2C+CITY+AND+COUNTY+OF+HONOLULU%2C+HAWAII.&rft.title=PRIMARY+CORRIDOR+TRANSPORTATION+PROJECT%2C+CITY+AND+COUNTY+OF+HONOLULU%2C+HAWAII.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: August 1, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PRIMARY CORRIDOR TRANSPORTATION PROJECT, CITY AND COUNTY OF HONOLULU, HAWAII. [Part 7 of 8] T2 - PRIMARY CORRIDOR TRANSPORTATION PROJECT, CITY AND COUNTY OF HONOLULU, HAWAII. AN - 36382560; 10359-030364_0007 AB - PURPOSE: The implementation of transportation improvements within the primary transportation corridor of Oahu, Hawaii is proposed. The primary transportation corridor extends from Kapolei in the Ewa District to the University of Hawaii-Manoa and Waikiki in the primary urban center. Three alternatives, including a No-Build (Alternative 1), were considered in the draft EIS of August 2000 and were reconsidered, along with a revision of Alternative 3, in the draft supplemental EIS of March 2002. The three alternatives, as outlined in the draft supplemental EIS, are again considered in this final EIS. Alternative 1 would include those projects expected to be implemented in the next three years, as well as expansion of bus service in developing areas to maintain existing levels of service. Alternative 2, which is the transportation system management (TSM) alternative, would feature the reconfiguration of the present bus route network to a hub-and-spoke system as well as some highway elements. Alternative 3 would build on the hub-and-spoke bus system proposed under Alternative 2, adding regional and in-town bus rapid transit (BRT) systems. Under Alternative 3, the regional BRT system would include a continuous H-1 BRT corridor from Kapolei to the downtown area with special ramps to transit centers, while the in-town BRT system would provide a high-capacity transit spine from Middle Street to the downtown area, a university branch from the downtown area to the University of Haiwaii-Manoa, and a Kakaako /Waikiki branch that would extend from downtown to Waikiki via Kakaako. Two options for the technology of the in-town BRT system are being studied. Both involve the use of low-floor, articulated electric buses. One is the "touchable embedded plate" technology, in which traction power would be provided to the vehicles through a power strip embedded in the roadway. Under either action alternative, noise barriers would be provided along sections of the Hawaii 1 Freeway in Waipahu. The other is a hybrid diesel/electric technology. The preferred alternative (Revised Alternative 3) is a revision of the regional BRT alternative. The revision would involve alterations in the ramp configuration; addition of a new BRT branch running from Iwilei Transit Center through downtown Honolulu, the Aloha Tower Marketplace, and Kakaako Makai en route to Waikiki; rerouting a short section of the University of Hawaii-Manoa BRT alignment from Ward Avenue to Pensacola Street; rerouting of a portion of the former Kakaako/Waikiki Branch; addition of two new stops to the Kakaako Mauka Branch; and relocation of two other stops. Estimated capital costs of implementation of alternatives 1 and 2 and revised Alternative 3 are $404.4 million, $540.8 million, and $954.9 million to $1.0 billion, respectively. Annual operating and maintenance costs of alternatives 1 and 2 and revised Alternative 3 are estimated at $120.7 million, $139.8 million, and $151.2 million, respectively. POSITIVE IMPACTS: Either action alternative would increase the carrying capacity of the transportation system in the primary transportation corridor by providing alternatives to the private automobile. The action alternatives would also support desired development patterns, improve transportation linkage between Kapolei and Honolulu's urban core and between communities in the primary urban center. Alternative 3 as revised would best meet these objectives. Alternatives 2 and revised Alternative 3 would create substantial new employment opportunities. The build alternatives would improve regional air quality significantly. NEGATIVE IMPACTS: Some businesses could be displaced to develop new transit centers and expanded maintenance facilities under Alternative 2 or 3 revised. Under Alternative 3 revised, the design of transit stops at some locations would adversely affect the historical environments of these areas. The extensive bus network under Alternative 2 would adversely affect bicycle travel due to the inclusion of semi-exclusive lanes in the downtown area. LEGAL MANDATES: General Bridge Act of 1946 (33 U.S.C. 535), National Historic Preservation Act of 1966, as amended (16 U.S.C. 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 supplemental EIS, see 00-0437D, Volume 24, Number 4 and 02-0211D, Volume 26, Number 2, respectively. JF - EPA number: 030364, 507 pages, CR-ROM, August 1, 2003 PY - 2003 VL - 7 KW - Roads and Railroads KW - Air Quality KW - Central Business Districts KW - Economic Assessments KW - Employment KW - Highways KW - Historic Sites KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Transportation KW - Hawaii KW - General Bridge Act of 1946, Coast Guard Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36382560?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-08-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PRIMARY+CORRIDOR+TRANSPORTATION+PROJECT%2C+CITY+AND+COUNTY+OF+HONOLULU%2C+HAWAII.&rft.title=PRIMARY+CORRIDOR+TRANSPORTATION+PROJECT%2C+CITY+AND+COUNTY+OF+HONOLULU%2C+HAWAII.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: August 1, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PRIMARY CORRIDOR TRANSPORTATION PROJECT, CITY AND COUNTY OF HONOLULU, HAWAII. [Part 6 of 8] T2 - PRIMARY CORRIDOR TRANSPORTATION PROJECT, CITY AND COUNTY OF HONOLULU, HAWAII. AN - 36381945; 10359-030364_0006 AB - PURPOSE: The implementation of transportation improvements within the primary transportation corridor of Oahu, Hawaii is proposed. The primary transportation corridor extends from Kapolei in the Ewa District to the University of Hawaii-Manoa and Waikiki in the primary urban center. Three alternatives, including a No-Build (Alternative 1), were considered in the draft EIS of August 2000 and were reconsidered, along with a revision of Alternative 3, in the draft supplemental EIS of March 2002. The three alternatives, as outlined in the draft supplemental EIS, are again considered in this final EIS. Alternative 1 would include those projects expected to be implemented in the next three years, as well as expansion of bus service in developing areas to maintain existing levels of service. Alternative 2, which is the transportation system management (TSM) alternative, would feature the reconfiguration of the present bus route network to a hub-and-spoke system as well as some highway elements. Alternative 3 would build on the hub-and-spoke bus system proposed under Alternative 2, adding regional and in-town bus rapid transit (BRT) systems. Under Alternative 3, the regional BRT system would include a continuous H-1 BRT corridor from Kapolei to the downtown area with special ramps to transit centers, while the in-town BRT system would provide a high-capacity transit spine from Middle Street to the downtown area, a university branch from the downtown area to the University of Haiwaii-Manoa, and a Kakaako /Waikiki branch that would extend from downtown to Waikiki via Kakaako. Two options for the technology of the in-town BRT system are being studied. Both involve the use of low-floor, articulated electric buses. One is the "touchable embedded plate" technology, in which traction power would be provided to the vehicles through a power strip embedded in the roadway. Under either action alternative, noise barriers would be provided along sections of the Hawaii 1 Freeway in Waipahu. The other is a hybrid diesel/electric technology. The preferred alternative (Revised Alternative 3) is a revision of the regional BRT alternative. The revision would involve alterations in the ramp configuration; addition of a new BRT branch running from Iwilei Transit Center through downtown Honolulu, the Aloha Tower Marketplace, and Kakaako Makai en route to Waikiki; rerouting a short section of the University of Hawaii-Manoa BRT alignment from Ward Avenue to Pensacola Street; rerouting of a portion of the former Kakaako/Waikiki Branch; addition of two new stops to the Kakaako Mauka Branch; and relocation of two other stops. Estimated capital costs of implementation of alternatives 1 and 2 and revised Alternative 3 are $404.4 million, $540.8 million, and $954.9 million to $1.0 billion, respectively. Annual operating and maintenance costs of alternatives 1 and 2 and revised Alternative 3 are estimated at $120.7 million, $139.8 million, and $151.2 million, respectively. POSITIVE IMPACTS: Either action alternative would increase the carrying capacity of the transportation system in the primary transportation corridor by providing alternatives to the private automobile. The action alternatives would also support desired development patterns, improve transportation linkage between Kapolei and Honolulu's urban core and between communities in the primary urban center. Alternative 3 as revised would best meet these objectives. Alternatives 2 and revised Alternative 3 would create substantial new employment opportunities. The build alternatives would improve regional air quality significantly. NEGATIVE IMPACTS: Some businesses could be displaced to develop new transit centers and expanded maintenance facilities under Alternative 2 or 3 revised. Under Alternative 3 revised, the design of transit stops at some locations would adversely affect the historical environments of these areas. The extensive bus network under Alternative 2 would adversely affect bicycle travel due to the inclusion of semi-exclusive lanes in the downtown area. LEGAL MANDATES: General Bridge Act of 1946 (33 U.S.C. 535), National Historic Preservation Act of 1966, as amended (16 U.S.C. 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 supplemental EIS, see 00-0437D, Volume 24, Number 4 and 02-0211D, Volume 26, Number 2, respectively. JF - EPA number: 030364, 507 pages, CR-ROM, August 1, 2003 PY - 2003 VL - 6 KW - Roads and Railroads KW - Air Quality KW - Central Business Districts KW - Economic Assessments KW - Employment KW - Highways KW - Historic Sites KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Transportation KW - Hawaii KW - General Bridge Act of 1946, Coast Guard Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36381945?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-08-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PRIMARY+CORRIDOR+TRANSPORTATION+PROJECT%2C+CITY+AND+COUNTY+OF+HONOLULU%2C+HAWAII.&rft.title=PRIMARY+CORRIDOR+TRANSPORTATION+PROJECT%2C+CITY+AND+COUNTY+OF+HONOLULU%2C+HAWAII.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: August 1, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PRIMARY CORRIDOR TRANSPORTATION PROJECT, CITY AND COUNTY OF HONOLULU, HAWAII. [Part 3 of 8] T2 - PRIMARY CORRIDOR TRANSPORTATION PROJECT, CITY AND COUNTY OF HONOLULU, HAWAII. AN - 36380281; 10359-030364_0003 AB - PURPOSE: The implementation of transportation improvements within the primary transportation corridor of Oahu, Hawaii is proposed. The primary transportation corridor extends from Kapolei in the Ewa District to the University of Hawaii-Manoa and Waikiki in the primary urban center. Three alternatives, including a No-Build (Alternative 1), were considered in the draft EIS of August 2000 and were reconsidered, along with a revision of Alternative 3, in the draft supplemental EIS of March 2002. The three alternatives, as outlined in the draft supplemental EIS, are again considered in this final EIS. Alternative 1 would include those projects expected to be implemented in the next three years, as well as expansion of bus service in developing areas to maintain existing levels of service. Alternative 2, which is the transportation system management (TSM) alternative, would feature the reconfiguration of the present bus route network to a hub-and-spoke system as well as some highway elements. Alternative 3 would build on the hub-and-spoke bus system proposed under Alternative 2, adding regional and in-town bus rapid transit (BRT) systems. Under Alternative 3, the regional BRT system would include a continuous H-1 BRT corridor from Kapolei to the downtown area with special ramps to transit centers, while the in-town BRT system would provide a high-capacity transit spine from Middle Street to the downtown area, a university branch from the downtown area to the University of Haiwaii-Manoa, and a Kakaako /Waikiki branch that would extend from downtown to Waikiki via Kakaako. Two options for the technology of the in-town BRT system are being studied. Both involve the use of low-floor, articulated electric buses. One is the "touchable embedded plate" technology, in which traction power would be provided to the vehicles through a power strip embedded in the roadway. Under either action alternative, noise barriers would be provided along sections of the Hawaii 1 Freeway in Waipahu. The other is a hybrid diesel/electric technology. The preferred alternative (Revised Alternative 3) is a revision of the regional BRT alternative. The revision would involve alterations in the ramp configuration; addition of a new BRT branch running from Iwilei Transit Center through downtown Honolulu, the Aloha Tower Marketplace, and Kakaako Makai en route to Waikiki; rerouting a short section of the University of Hawaii-Manoa BRT alignment from Ward Avenue to Pensacola Street; rerouting of a portion of the former Kakaako/Waikiki Branch; addition of two new stops to the Kakaako Mauka Branch; and relocation of two other stops. Estimated capital costs of implementation of alternatives 1 and 2 and revised Alternative 3 are $404.4 million, $540.8 million, and $954.9 million to $1.0 billion, respectively. Annual operating and maintenance costs of alternatives 1 and 2 and revised Alternative 3 are estimated at $120.7 million, $139.8 million, and $151.2 million, respectively. POSITIVE IMPACTS: Either action alternative would increase the carrying capacity of the transportation system in the primary transportation corridor by providing alternatives to the private automobile. The action alternatives would also support desired development patterns, improve transportation linkage between Kapolei and Honolulu's urban core and between communities in the primary urban center. Alternative 3 as revised would best meet these objectives. Alternatives 2 and revised Alternative 3 would create substantial new employment opportunities. The build alternatives would improve regional air quality significantly. NEGATIVE IMPACTS: Some businesses could be displaced to develop new transit centers and expanded maintenance facilities under Alternative 2 or 3 revised. Under Alternative 3 revised, the design of transit stops at some locations would adversely affect the historical environments of these areas. The extensive bus network under Alternative 2 would adversely affect bicycle travel due to the inclusion of semi-exclusive lanes in the downtown area. LEGAL MANDATES: General Bridge Act of 1946 (33 U.S.C. 535), National Historic Preservation Act of 1966, as amended (16 U.S.C. 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 supplemental EIS, see 00-0437D, Volume 24, Number 4 and 02-0211D, Volume 26, Number 2, respectively. JF - EPA number: 030364, 507 pages, CR-ROM, August 1, 2003 PY - 2003 VL - 3 KW - Roads and Railroads KW - Air Quality KW - Central Business Districts KW - Economic Assessments KW - Employment KW - Highways KW - Historic Sites KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Transportation KW - Hawaii KW - General Bridge Act of 1946, Coast Guard Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36380281?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: August 1, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PRIMARY CORRIDOR TRANSPORTATION PROJECT, CITY AND COUNTY OF HONOLULU, HAWAII. [Part 2 of 8] T2 - PRIMARY CORRIDOR TRANSPORTATION PROJECT, CITY AND COUNTY OF HONOLULU, HAWAII. AN - 36380154; 10359-030364_0002 AB - PURPOSE: The implementation of transportation improvements within the primary transportation corridor of Oahu, Hawaii is proposed. The primary transportation corridor extends from Kapolei in the Ewa District to the University of Hawaii-Manoa and Waikiki in the primary urban center. Three alternatives, including a No-Build (Alternative 1), were considered in the draft EIS of August 2000 and were reconsidered, along with a revision of Alternative 3, in the draft supplemental EIS of March 2002. The three alternatives, as outlined in the draft supplemental EIS, are again considered in this final EIS. Alternative 1 would include those projects expected to be implemented in the next three years, as well as expansion of bus service in developing areas to maintain existing levels of service. Alternative 2, which is the transportation system management (TSM) alternative, would feature the reconfiguration of the present bus route network to a hub-and-spoke system as well as some highway elements. Alternative 3 would build on the hub-and-spoke bus system proposed under Alternative 2, adding regional and in-town bus rapid transit (BRT) systems. Under Alternative 3, the regional BRT system would include a continuous H-1 BRT corridor from Kapolei to the downtown area with special ramps to transit centers, while the in-town BRT system would provide a high-capacity transit spine from Middle Street to the downtown area, a university branch from the downtown area to the University of Haiwaii-Manoa, and a Kakaako /Waikiki branch that would extend from downtown to Waikiki via Kakaako. Two options for the technology of the in-town BRT system are being studied. Both involve the use of low-floor, articulated electric buses. One is the "touchable embedded plate" technology, in which traction power would be provided to the vehicles through a power strip embedded in the roadway. Under either action alternative, noise barriers would be provided along sections of the Hawaii 1 Freeway in Waipahu. The other is a hybrid diesel/electric technology. The preferred alternative (Revised Alternative 3) is a revision of the regional BRT alternative. The revision would involve alterations in the ramp configuration; addition of a new BRT branch running from Iwilei Transit Center through downtown Honolulu, the Aloha Tower Marketplace, and Kakaako Makai en route to Waikiki; rerouting a short section of the University of Hawaii-Manoa BRT alignment from Ward Avenue to Pensacola Street; rerouting of a portion of the former Kakaako/Waikiki Branch; addition of two new stops to the Kakaako Mauka Branch; and relocation of two other stops. Estimated capital costs of implementation of alternatives 1 and 2 and revised Alternative 3 are $404.4 million, $540.8 million, and $954.9 million to $1.0 billion, respectively. Annual operating and maintenance costs of alternatives 1 and 2 and revised Alternative 3 are estimated at $120.7 million, $139.8 million, and $151.2 million, respectively. POSITIVE IMPACTS: Either action alternative would increase the carrying capacity of the transportation system in the primary transportation corridor by providing alternatives to the private automobile. The action alternatives would also support desired development patterns, improve transportation linkage between Kapolei and Honolulu's urban core and between communities in the primary urban center. Alternative 3 as revised would best meet these objectives. Alternatives 2 and revised Alternative 3 would create substantial new employment opportunities. The build alternatives would improve regional air quality significantly. NEGATIVE IMPACTS: Some businesses could be displaced to develop new transit centers and expanded maintenance facilities under Alternative 2 or 3 revised. Under Alternative 3 revised, the design of transit stops at some locations would adversely affect the historical environments of these areas. The extensive bus network under Alternative 2 would adversely affect bicycle travel due to the inclusion of semi-exclusive lanes in the downtown area. LEGAL MANDATES: General Bridge Act of 1946 (33 U.S.C. 535), National Historic Preservation Act of 1966, as amended (16 U.S.C. 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 supplemental EIS, see 00-0437D, Volume 24, Number 4 and 02-0211D, Volume 26, Number 2, respectively. JF - EPA number: 030364, 507 pages, CR-ROM, August 1, 2003 PY - 2003 VL - 2 KW - Roads and Railroads KW - Air Quality KW - Central Business Districts KW - Economic Assessments KW - Employment KW - Highways KW - Historic Sites KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Transportation KW - Hawaii KW - General Bridge Act of 1946, Coast Guard Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36380154?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-08-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PRIMARY+CORRIDOR+TRANSPORTATION+PROJECT%2C+CITY+AND+COUNTY+OF+HONOLULU%2C+HAWAII.&rft.title=PRIMARY+CORRIDOR+TRANSPORTATION+PROJECT%2C+CITY+AND+COUNTY+OF+HONOLULU%2C+HAWAII.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: August 1, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PRIMARY CORRIDOR TRANSPORTATION PROJECT, CITY AND COUNTY OF HONOLULU, HAWAII. [Part 5 of 8] T2 - PRIMARY CORRIDOR TRANSPORTATION PROJECT, CITY AND COUNTY OF HONOLULU, HAWAII. AN - 36380029; 10359-030364_0005 AB - PURPOSE: The implementation of transportation improvements within the primary transportation corridor of Oahu, Hawaii is proposed. The primary transportation corridor extends from Kapolei in the Ewa District to the University of Hawaii-Manoa and Waikiki in the primary urban center. Three alternatives, including a No-Build (Alternative 1), were considered in the draft EIS of August 2000 and were reconsidered, along with a revision of Alternative 3, in the draft supplemental EIS of March 2002. The three alternatives, as outlined in the draft supplemental EIS, are again considered in this final EIS. Alternative 1 would include those projects expected to be implemented in the next three years, as well as expansion of bus service in developing areas to maintain existing levels of service. Alternative 2, which is the transportation system management (TSM) alternative, would feature the reconfiguration of the present bus route network to a hub-and-spoke system as well as some highway elements. Alternative 3 would build on the hub-and-spoke bus system proposed under Alternative 2, adding regional and in-town bus rapid transit (BRT) systems. Under Alternative 3, the regional BRT system would include a continuous H-1 BRT corridor from Kapolei to the downtown area with special ramps to transit centers, while the in-town BRT system would provide a high-capacity transit spine from Middle Street to the downtown area, a university branch from the downtown area to the University of Haiwaii-Manoa, and a Kakaako /Waikiki branch that would extend from downtown to Waikiki via Kakaako. Two options for the technology of the in-town BRT system are being studied. Both involve the use of low-floor, articulated electric buses. One is the "touchable embedded plate" technology, in which traction power would be provided to the vehicles through a power strip embedded in the roadway. Under either action alternative, noise barriers would be provided along sections of the Hawaii 1 Freeway in Waipahu. The other is a hybrid diesel/electric technology. The preferred alternative (Revised Alternative 3) is a revision of the regional BRT alternative. The revision would involve alterations in the ramp configuration; addition of a new BRT branch running from Iwilei Transit Center through downtown Honolulu, the Aloha Tower Marketplace, and Kakaako Makai en route to Waikiki; rerouting a short section of the University of Hawaii-Manoa BRT alignment from Ward Avenue to Pensacola Street; rerouting of a portion of the former Kakaako/Waikiki Branch; addition of two new stops to the Kakaako Mauka Branch; and relocation of two other stops. Estimated capital costs of implementation of alternatives 1 and 2 and revised Alternative 3 are $404.4 million, $540.8 million, and $954.9 million to $1.0 billion, respectively. Annual operating and maintenance costs of alternatives 1 and 2 and revised Alternative 3 are estimated at $120.7 million, $139.8 million, and $151.2 million, respectively. POSITIVE IMPACTS: Either action alternative would increase the carrying capacity of the transportation system in the primary transportation corridor by providing alternatives to the private automobile. The action alternatives would also support desired development patterns, improve transportation linkage between Kapolei and Honolulu's urban core and between communities in the primary urban center. Alternative 3 as revised would best meet these objectives. Alternatives 2 and revised Alternative 3 would create substantial new employment opportunities. The build alternatives would improve regional air quality significantly. NEGATIVE IMPACTS: Some businesses could be displaced to develop new transit centers and expanded maintenance facilities under Alternative 2 or 3 revised. Under Alternative 3 revised, the design of transit stops at some locations would adversely affect the historical environments of these areas. The extensive bus network under Alternative 2 would adversely affect bicycle travel due to the inclusion of semi-exclusive lanes in the downtown area. LEGAL MANDATES: General Bridge Act of 1946 (33 U.S.C. 535), National Historic Preservation Act of 1966, as amended (16 U.S.C. 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 supplemental EIS, see 00-0437D, Volume 24, Number 4 and 02-0211D, Volume 26, Number 2, respectively. JF - EPA number: 030364, 507 pages, CR-ROM, August 1, 2003 PY - 2003 VL - 5 KW - Roads and Railroads KW - Air Quality KW - Central Business Districts KW - Economic Assessments KW - Employment KW - Highways KW - Historic Sites KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Transportation KW - Hawaii KW - General Bridge Act of 1946, Coast Guard Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36380029?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-08-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PRIMARY+CORRIDOR+TRANSPORTATION+PROJECT%2C+CITY+AND+COUNTY+OF+HONOLULU%2C+HAWAII.&rft.title=PRIMARY+CORRIDOR+TRANSPORTATION+PROJECT%2C+CITY+AND+COUNTY+OF+HONOLULU%2C+HAWAII.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: August 1, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PRIMARY CORRIDOR TRANSPORTATION PROJECT, CITY AND COUNTY OF HONOLULU, HAWAII. [Part 1 of 8] T2 - PRIMARY CORRIDOR TRANSPORTATION PROJECT, CITY AND COUNTY OF HONOLULU, HAWAII. AN - 36379932; 10359-030364_0001 AB - PURPOSE: The implementation of transportation improvements within the primary transportation corridor of Oahu, Hawaii is proposed. The primary transportation corridor extends from Kapolei in the Ewa District to the University of Hawaii-Manoa and Waikiki in the primary urban center. Three alternatives, including a No-Build (Alternative 1), were considered in the draft EIS of August 2000 and were reconsidered, along with a revision of Alternative 3, in the draft supplemental EIS of March 2002. The three alternatives, as outlined in the draft supplemental EIS, are again considered in this final EIS. Alternative 1 would include those projects expected to be implemented in the next three years, as well as expansion of bus service in developing areas to maintain existing levels of service. Alternative 2, which is the transportation system management (TSM) alternative, would feature the reconfiguration of the present bus route network to a hub-and-spoke system as well as some highway elements. Alternative 3 would build on the hub-and-spoke bus system proposed under Alternative 2, adding regional and in-town bus rapid transit (BRT) systems. Under Alternative 3, the regional BRT system would include a continuous H-1 BRT corridor from Kapolei to the downtown area with special ramps to transit centers, while the in-town BRT system would provide a high-capacity transit spine from Middle Street to the downtown area, a university branch from the downtown area to the University of Haiwaii-Manoa, and a Kakaako /Waikiki branch that would extend from downtown to Waikiki via Kakaako. Two options for the technology of the in-town BRT system are being studied. Both involve the use of low-floor, articulated electric buses. One is the "touchable embedded plate" technology, in which traction power would be provided to the vehicles through a power strip embedded in the roadway. Under either action alternative, noise barriers would be provided along sections of the Hawaii 1 Freeway in Waipahu. The other is a hybrid diesel/electric technology. The preferred alternative (Revised Alternative 3) is a revision of the regional BRT alternative. The revision would involve alterations in the ramp configuration; addition of a new BRT branch running from Iwilei Transit Center through downtown Honolulu, the Aloha Tower Marketplace, and Kakaako Makai en route to Waikiki; rerouting a short section of the University of Hawaii-Manoa BRT alignment from Ward Avenue to Pensacola Street; rerouting of a portion of the former Kakaako/Waikiki Branch; addition of two new stops to the Kakaako Mauka Branch; and relocation of two other stops. Estimated capital costs of implementation of alternatives 1 and 2 and revised Alternative 3 are $404.4 million, $540.8 million, and $954.9 million to $1.0 billion, respectively. Annual operating and maintenance costs of alternatives 1 and 2 and revised Alternative 3 are estimated at $120.7 million, $139.8 million, and $151.2 million, respectively. POSITIVE IMPACTS: Either action alternative would increase the carrying capacity of the transportation system in the primary transportation corridor by providing alternatives to the private automobile. The action alternatives would also support desired development patterns, improve transportation linkage between Kapolei and Honolulu's urban core and between communities in the primary urban center. Alternative 3 as revised would best meet these objectives. Alternatives 2 and revised Alternative 3 would create substantial new employment opportunities. The build alternatives would improve regional air quality significantly. NEGATIVE IMPACTS: Some businesses could be displaced to develop new transit centers and expanded maintenance facilities under Alternative 2 or 3 revised. Under Alternative 3 revised, the design of transit stops at some locations would adversely affect the historical environments of these areas. The extensive bus network under Alternative 2 would adversely affect bicycle travel due to the inclusion of semi-exclusive lanes in the downtown area. LEGAL MANDATES: General Bridge Act of 1946 (33 U.S.C. 535), National Historic Preservation Act of 1966, as amended (16 U.S.C. 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 supplemental EIS, see 00-0437D, Volume 24, Number 4 and 02-0211D, Volume 26, Number 2, respectively. JF - EPA number: 030364, 507 pages, CR-ROM, August 1, 2003 PY - 2003 VL - 1 KW - Roads and Railroads KW - Air Quality KW - Central Business Districts KW - Economic Assessments KW - Employment KW - Highways KW - Historic Sites KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Transportation KW - Hawaii KW - General Bridge Act of 1946, Coast Guard Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36379932?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: August 1, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PRIMARY CORRIDOR TRANSPORTATION PROJECT, CITY AND COUNTY OF HONOLULU, HAWAII. [Part 8 of 8] T2 - PRIMARY CORRIDOR TRANSPORTATION PROJECT, CITY AND COUNTY OF HONOLULU, HAWAII. AN - 36370208; 10359-030364_0008 AB - PURPOSE: The implementation of transportation improvements within the primary transportation corridor of Oahu, Hawaii is proposed. The primary transportation corridor extends from Kapolei in the Ewa District to the University of Hawaii-Manoa and Waikiki in the primary urban center. Three alternatives, including a No-Build (Alternative 1), were considered in the draft EIS of August 2000 and were reconsidered, along with a revision of Alternative 3, in the draft supplemental EIS of March 2002. The three alternatives, as outlined in the draft supplemental EIS, are again considered in this final EIS. Alternative 1 would include those projects expected to be implemented in the next three years, as well as expansion of bus service in developing areas to maintain existing levels of service. Alternative 2, which is the transportation system management (TSM) alternative, would feature the reconfiguration of the present bus route network to a hub-and-spoke system as well as some highway elements. Alternative 3 would build on the hub-and-spoke bus system proposed under Alternative 2, adding regional and in-town bus rapid transit (BRT) systems. Under Alternative 3, the regional BRT system would include a continuous H-1 BRT corridor from Kapolei to the downtown area with special ramps to transit centers, while the in-town BRT system would provide a high-capacity transit spine from Middle Street to the downtown area, a university branch from the downtown area to the University of Haiwaii-Manoa, and a Kakaako /Waikiki branch that would extend from downtown to Waikiki via Kakaako. Two options for the technology of the in-town BRT system are being studied. Both involve the use of low-floor, articulated electric buses. One is the "touchable embedded plate" technology, in which traction power would be provided to the vehicles through a power strip embedded in the roadway. Under either action alternative, noise barriers would be provided along sections of the Hawaii 1 Freeway in Waipahu. The other is a hybrid diesel/electric technology. The preferred alternative (Revised Alternative 3) is a revision of the regional BRT alternative. The revision would involve alterations in the ramp configuration; addition of a new BRT branch running from Iwilei Transit Center through downtown Honolulu, the Aloha Tower Marketplace, and Kakaako Makai en route to Waikiki; rerouting a short section of the University of Hawaii-Manoa BRT alignment from Ward Avenue to Pensacola Street; rerouting of a portion of the former Kakaako/Waikiki Branch; addition of two new stops to the Kakaako Mauka Branch; and relocation of two other stops. Estimated capital costs of implementation of alternatives 1 and 2 and revised Alternative 3 are $404.4 million, $540.8 million, and $954.9 million to $1.0 billion, respectively. Annual operating and maintenance costs of alternatives 1 and 2 and revised Alternative 3 are estimated at $120.7 million, $139.8 million, and $151.2 million, respectively. POSITIVE IMPACTS: Either action alternative would increase the carrying capacity of the transportation system in the primary transportation corridor by providing alternatives to the private automobile. The action alternatives would also support desired development patterns, improve transportation linkage between Kapolei and Honolulu's urban core and between communities in the primary urban center. Alternative 3 as revised would best meet these objectives. Alternatives 2 and revised Alternative 3 would create substantial new employment opportunities. The build alternatives would improve regional air quality significantly. NEGATIVE IMPACTS: Some businesses could be displaced to develop new transit centers and expanded maintenance facilities under Alternative 2 or 3 revised. Under Alternative 3 revised, the design of transit stops at some locations would adversely affect the historical environments of these areas. The extensive bus network under Alternative 2 would adversely affect bicycle travel due to the inclusion of semi-exclusive lanes in the downtown area. LEGAL MANDATES: General Bridge Act of 1946 (33 U.S.C. 535), National Historic Preservation Act of 1966, as amended (16 U.S.C. 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 supplemental EIS, see 00-0437D, Volume 24, Number 4 and 02-0211D, Volume 26, Number 2, respectively. JF - EPA number: 030364, 507 pages, CR-ROM, August 1, 2003 PY - 2003 VL - 8 KW - Roads and Railroads KW - Air Quality KW - Central Business Districts KW - Economic Assessments KW - Employment KW - Highways KW - Historic Sites KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Transportation KW - Hawaii KW - General Bridge Act of 1946, Coast Guard Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36370208?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-08-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PRIMARY+CORRIDOR+TRANSPORTATION+PROJECT%2C+CITY+AND+COUNTY+OF+HONOLULU%2C+HAWAII.&rft.title=PRIMARY+CORRIDOR+TRANSPORTATION+PROJECT%2C+CITY+AND+COUNTY+OF+HONOLULU%2C+HAWAII.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: August 1, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CENTRAL SUSQUEHANNA VALLEY TRANSPORTATION PROJECT, S.R. 0015, SECTION 088, SNYDER, UNION, AND NORTHUMBERLAND COUNTIES, PENNSYLVANIA. [Part 1 of 3] T2 - CENTRAL SUSQUEHANNA VALLEY TRANSPORTATION PROJECT, S.R. 0015, SECTION 088, SNYDER, UNION, AND NORTHUMBERLAND COUNTIES, PENNSYLVANIA. AN - 36350918; 10351-030356_0001 AB - PURPOSE: Construction of a new four-lane, limited access highway extending 12 to 13 miles from the existing Selinsgrove Bypass (US 11/15) in Monroe Township to the interchange between Pennsylvania Route 147 (PA 147) and PA 45 in West Chillisquaque Township, Pennsylvania is proposed. The facility would traverse Synder, Union, and Northumberland counties. The existing roadway corridor is characterized by high levels of traffic congestion due, in part, to large volumes of truck traffic and other through traffic. The corridor is also characterized by a high accident rate. Economic and population growth in the region call for additional capacity within the corridor. This final EIS considers three build alternatives in the southern section of the project area, four build alternatives in the northern section of the project area, and a No-Build Alternative. The northern section component of the project would involve a new bridge crossing of the Susquehanna River. The preferred alternative for the southern section would extend north and west from US 11/15 in the area of the stub of the Selinsgrove Bypass, swing to the north around the Kingswood Road subdivision, turn to the east to avoid the closed municipal landfill, continue north and east through Ash Basin 2 to an interchange with the 61 Connector on Ash Basin 3, and turn northwest to its connection with the northern section. The preferred alternative for the northern section would head north and east from that point. A fully directional interchange would be provided between the facilities at US 15 in the Winfield area. The alignment would then proceed east across the West Branch Susquehanna River on a structure that spans the floodway and floodplain on both sides of the river, continue north and east to an interchange with Ridge Road, turn north on an alignment east of PA 147 to a point near PA 45. The cost estimate ranges for the southern and northern segment alternatives are $122.3 million to $186.2 million and $140.6 million to $163.9 million, respectively. The costs of the preferred southern and northern alternatives are estimated at $122.3 million and $140.6 million POSITIVE IMPACTS: The facility would increase capacity for local and through traffic and improve safety within the corridor significantly. Commercial vehicles would be accommodated without undue hazards to other highway vehicles. Economic growth in the region would be supported by easing movements of commercial vehicles and commuters. NEGATIVE IMPACTS: Rights-of-way requirements for the project would displace 58 residences and seven businesses, as well as wildlife habitat, farmland, and timberland. Wildlife community connectivity would be disrupted. The project would also displace approximately eight acres of wetlands. Traffic-related noise levels would exceed federal standards for 151 residential receptors., though 47 residences would benefit from mitigation. 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 01-0190D, Volume 25, Number 2. JF - EPA number: 030356, Volume 1--444 pages, Volume 2--764 pages, July 30, 2003 PY - 2003 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-PA-EIS-01-01-F KW - Bridges KW - Farmlands KW - Forests KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Section 404(b) Statements KW - Timber KW - Water Quality Assessments 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/36350918?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-07-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CENTRAL+SUSQUEHANNA+VALLEY+TRANSPORTATION+PROJECT%2C+S.R.+0015%2C+SECTION+088%2C+SNYDER%2C+UNION%2C+AND+NORTHUMBERLAND+COUNTIES%2C+PENNSYLVANIA.&rft.title=CENTRAL+SUSQUEHANNA+VALLEY+TRANSPORTATION+PROJECT%2C+S.R.+0015%2C+SECTION+088%2C+SNYDER%2C+UNION%2C+AND+NORTHUMBERLAND+COUNTIES%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Harrisburg, Pennsylvania; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: July 30, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CENTRAL SUSQUEHANNA VALLEY TRANSPORTATION PROJECT, S.R. 0015, SECTION 088, SNYDER, UNION, AND NORTHUMBERLAND COUNTIES, PENNSYLVANIA. [Part 2 of 3] T2 - CENTRAL SUSQUEHANNA VALLEY TRANSPORTATION PROJECT, S.R. 0015, SECTION 088, SNYDER, UNION, AND NORTHUMBERLAND COUNTIES, PENNSYLVANIA. AN - 36348812; 10351-030356_0002 AB - PURPOSE: Construction of a new four-lane, limited access highway extending 12 to 13 miles from the existing Selinsgrove Bypass (US 11/15) in Monroe Township to the interchange between Pennsylvania Route 147 (PA 147) and PA 45 in West Chillisquaque Township, Pennsylvania is proposed. The facility would traverse Synder, Union, and Northumberland counties. The existing roadway corridor is characterized by high levels of traffic congestion due, in part, to large volumes of truck traffic and other through traffic. The corridor is also characterized by a high accident rate. Economic and population growth in the region call for additional capacity within the corridor. This final EIS considers three build alternatives in the southern section of the project area, four build alternatives in the northern section of the project area, and a No-Build Alternative. The northern section component of the project would involve a new bridge crossing of the Susquehanna River. The preferred alternative for the southern section would extend north and west from US 11/15 in the area of the stub of the Selinsgrove Bypass, swing to the north around the Kingswood Road subdivision, turn to the east to avoid the closed municipal landfill, continue north and east through Ash Basin 2 to an interchange with the 61 Connector on Ash Basin 3, and turn northwest to its connection with the northern section. The preferred alternative for the northern section would head north and east from that point. A fully directional interchange would be provided between the facilities at US 15 in the Winfield area. The alignment would then proceed east across the West Branch Susquehanna River on a structure that spans the floodway and floodplain on both sides of the river, continue north and east to an interchange with Ridge Road, turn north on an alignment east of PA 147 to a point near PA 45. The cost estimate ranges for the southern and northern segment alternatives are $122.3 million to $186.2 million and $140.6 million to $163.9 million, respectively. The costs of the preferred southern and northern alternatives are estimated at $122.3 million and $140.6 million POSITIVE IMPACTS: The facility would increase capacity for local and through traffic and improve safety within the corridor significantly. Commercial vehicles would be accommodated without undue hazards to other highway vehicles. Economic growth in the region would be supported by easing movements of commercial vehicles and commuters. NEGATIVE IMPACTS: Rights-of-way requirements for the project would displace 58 residences and seven businesses, as well as wildlife habitat, farmland, and timberland. Wildlife community connectivity would be disrupted. The project would also displace approximately eight acres of wetlands. Traffic-related noise levels would exceed federal standards for 151 residential receptors., though 47 residences would benefit from mitigation. 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 01-0190D, Volume 25, Number 2. JF - EPA number: 030356, Volume 1--444 pages, Volume 2--764 pages, July 30, 2003 PY - 2003 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-PA-EIS-01-01-F KW - Bridges KW - Farmlands KW - Forests KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Section 404(b) Statements KW - Timber KW - Water Quality Assessments 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/36348812?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-07-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CENTRAL+SUSQUEHANNA+VALLEY+TRANSPORTATION+PROJECT%2C+S.R.+0015%2C+SECTION+088%2C+SNYDER%2C+UNION%2C+AND+NORTHUMBERLAND+COUNTIES%2C+PENNSYLVANIA.&rft.title=CENTRAL+SUSQUEHANNA+VALLEY+TRANSPORTATION+PROJECT%2C+S.R.+0015%2C+SECTION+088%2C+SNYDER%2C+UNION%2C+AND+NORTHUMBERLAND+COUNTIES%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Harrisburg, Pennsylvania; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: July 30, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CENTRAL SUSQUEHANNA VALLEY TRANSPORTATION PROJECT, S.R. 0015, SECTION 088, SNYDER, UNION, AND NORTHUMBERLAND COUNTIES, PENNSYLVANIA. [Part 3 of 3] T2 - CENTRAL SUSQUEHANNA VALLEY TRANSPORTATION PROJECT, S.R. 0015, SECTION 088, SNYDER, UNION, AND NORTHUMBERLAND COUNTIES, PENNSYLVANIA. AN - 36347917; 10351-030356_0003 AB - PURPOSE: Construction of a new four-lane, limited access highway extending 12 to 13 miles from the existing Selinsgrove Bypass (US 11/15) in Monroe Township to the interchange between Pennsylvania Route 147 (PA 147) and PA 45 in West Chillisquaque Township, Pennsylvania is proposed. The facility would traverse Synder, Union, and Northumberland counties. The existing roadway corridor is characterized by high levels of traffic congestion due, in part, to large volumes of truck traffic and other through traffic. The corridor is also characterized by a high accident rate. Economic and population growth in the region call for additional capacity within the corridor. This final EIS considers three build alternatives in the southern section of the project area, four build alternatives in the northern section of the project area, and a No-Build Alternative. The northern section component of the project would involve a new bridge crossing of the Susquehanna River. The preferred alternative for the southern section would extend north and west from US 11/15 in the area of the stub of the Selinsgrove Bypass, swing to the north around the Kingswood Road subdivision, turn to the east to avoid the closed municipal landfill, continue north and east through Ash Basin 2 to an interchange with the 61 Connector on Ash Basin 3, and turn northwest to its connection with the northern section. The preferred alternative for the northern section would head north and east from that point. A fully directional interchange would be provided between the facilities at US 15 in the Winfield area. The alignment would then proceed east across the West Branch Susquehanna River on a structure that spans the floodway and floodplain on both sides of the river, continue north and east to an interchange with Ridge Road, turn north on an alignment east of PA 147 to a point near PA 45. The cost estimate ranges for the southern and northern segment alternatives are $122.3 million to $186.2 million and $140.6 million to $163.9 million, respectively. The costs of the preferred southern and northern alternatives are estimated at $122.3 million and $140.6 million POSITIVE IMPACTS: The facility would increase capacity for local and through traffic and improve safety within the corridor significantly. Commercial vehicles would be accommodated without undue hazards to other highway vehicles. Economic growth in the region would be supported by easing movements of commercial vehicles and commuters. NEGATIVE IMPACTS: Rights-of-way requirements for the project would displace 58 residences and seven businesses, as well as wildlife habitat, farmland, and timberland. Wildlife community connectivity would be disrupted. The project would also displace approximately eight acres of wetlands. Traffic-related noise levels would exceed federal standards for 151 residential receptors., though 47 residences would benefit from mitigation. 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 01-0190D, Volume 25, Number 2. JF - EPA number: 030356, Volume 1--444 pages, Volume 2--764 pages, July 30, 2003 PY - 2003 VL - 3 KW - Roads and Railroads KW - Agency number: FHWA-PA-EIS-01-01-F KW - Bridges KW - Farmlands KW - Forests KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Section 404(b) Statements KW - Timber KW - Water Quality Assessments 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/36347917?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-07-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CENTRAL+SUSQUEHANNA+VALLEY+TRANSPORTATION+PROJECT%2C+S.R.+0015%2C+SECTION+088%2C+SNYDER%2C+UNION%2C+AND+NORTHUMBERLAND+COUNTIES%2C+PENNSYLVANIA.&rft.title=CENTRAL+SUSQUEHANNA+VALLEY+TRANSPORTATION+PROJECT%2C+S.R.+0015%2C+SECTION+088%2C+SNYDER%2C+UNION%2C+AND+NORTHUMBERLAND+COUNTIES%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Harrisburg, Pennsylvania; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: July 30, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CENTRAL SUSQUEHANNA VALLEY TRANSPORTATION PROJECT, S.R. 0015, SECTION 088, SNYDER, UNION, AND NORTHUMBERLAND COUNTIES, PENNSYLVANIA. AN - 15228112; 10351 AB - PURPOSE: Construction of a new four-lane, limited access highway extending 12 to 13 miles from the existing Selinsgrove Bypass (US 11/15) in Monroe Township to the interchange between Pennsylvania Route 147 (PA 147) and PA 45 in West Chillisquaque Township, Pennsylvania is proposed. The facility would traverse Synder, Union, and Northumberland counties. The existing roadway corridor is characterized by high levels of traffic congestion due, in part, to large volumes of truck traffic and other through traffic. The corridor is also characterized by a high accident rate. Economic and population growth in the region call for additional capacity within the corridor. This final EIS considers three build alternatives in the southern section of the project area, four build alternatives in the northern section of the project area, and a No-Build Alternative. The northern section component of the project would involve a new bridge crossing of the Susquehanna River. The preferred alternative for the southern section would extend north and west from US 11/15 in the area of the stub of the Selinsgrove Bypass, swing to the north around the Kingswood Road subdivision, turn to the east to avoid the closed municipal landfill, continue north and east through Ash Basin 2 to an interchange with the 61 Connector on Ash Basin 3, and turn northwest to its connection with the northern section. The preferred alternative for the northern section would head north and east from that point. A fully directional interchange would be provided between the facilities at US 15 in the Winfield area. The alignment would then proceed east across the West Branch Susquehanna River on a structure that spans the floodway and floodplain on both sides of the river, continue north and east to an interchange with Ridge Road, turn north on an alignment east of PA 147 to a point near PA 45. The cost estimate ranges for the southern and northern segment alternatives are $122.3 million to $186.2 million and $140.6 million to $163.9 million, respectively. The costs of the preferred southern and northern alternatives are estimated at $122.3 million and $140.6 million POSITIVE IMPACTS: The facility would increase capacity for local and through traffic and improve safety within the corridor significantly. Commercial vehicles would be accommodated without undue hazards to other highway vehicles. Economic growth in the region would be supported by easing movements of commercial vehicles and commuters. NEGATIVE IMPACTS: Rights-of-way requirements for the project would displace 58 residences and seven businesses, as well as wildlife habitat, farmland, and timberland. Wildlife community connectivity would be disrupted. The project would also displace approximately eight acres of wetlands. Traffic-related noise levels would exceed federal standards for 151 residential receptors., though 47 residences would benefit from mitigation. 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 01-0190D, Volume 25, Number 2. JF - EPA number: 030356, Volume 1--444 pages, Volume 2--764 pages, July 30, 2003 PY - 2003 KW - Roads and Railroads KW - Agency number: FHWA-PA-EIS-01-01-F KW - Bridges KW - Farmlands KW - Forests KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Section 404(b) Statements KW - Timber KW - Water Quality Assessments 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/15228112?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-07-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CENTRAL+SUSQUEHANNA+VALLEY+TRANSPORTATION+PROJECT%2C+S.R.+0015%2C+SECTION+088%2C+SNYDER%2C+UNION%2C+AND+NORTHUMBERLAND+COUNTIES%2C+PENNSYLVANIA.&rft.title=CENTRAL+SUSQUEHANNA+VALLEY+TRANSPORTATION+PROJECT%2C+S.R.+0015%2C+SECTION+088%2C+SNYDER%2C+UNION%2C+AND+NORTHUMBERLAND+COUNTIES%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Harrisburg, Pennsylvania; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: July 30, 2003 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - U.S. ROUTE 40/61 BRIDGE LOCATION STUDY OVER THE MISSOURI RIVER, ST. CHARLES AND ST. LOUIS COUNTIES, MISSOURI. AN - 36428059; 10349 AB - PURPOSE: The construction of a bridge across the Missouri River within the US 40/61 corridor to connect St. Charles and St. Louis counties, Missouri is proposed to supplement two other bridges providing crossings of the river in the area. The study corridor extends 2.1 miles from the Missouri Research Park overpass to Chesterfield Airport Road. The project would provide a new four-lane bridge upstream of the eastbound bridge and allow for continued use of both existing bridge. Improvements to the Chesterfield Airport Road interchange in St. Louis County and connections to the proposed one-way collector-distributor road system along US 4/61 in Chesterfield Valley would also be implemented. Five alternatives, including five new bridge and a No Action Alternative, are considered in this draft EIS. The preferred alternative (Alternative A2) would provide for construction of a new four-lane bridge upstream of the existing eastbound bridge to accommodate eastbound traffic. The existing eastbound bridge would be converted to provide for two lanes of westbound traffic. Two lanes of westbound traffic would continue to be accommodated on the existing westbound bridge. The new bridge would meet all navigational requirements of the US Coast Guard, including matching the existing bridge pier locations and maintaining adequate horizontal and vertical clearances. Cost of the preferred alternative is estimated at $168.4 million. POSITIVE IMPACTS: The new bridge would address problems related to the aging westbound bridge and provide system continuity between roadway improvements in both of the affected counties. The facility would support projected traffic demands and economic development trends in the area and improve safety along the US 40/61 corridor. NEGATIVE IMPACTS: Rights-of-way development on 19.3 acres would result in the encroachment on 7.2 acres of floodplain land, disturbance of two previously recorded archaeological sites, and displacement of 1.5 acres of primarily wooded land within the Weldon Spring Conservation Area. One hazardous waste site would be encountered during construction. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.). JF - EPA number: 030354, 175 pages and maps, July 29, 2003 PY - 2003 KW - Roads and Railroads KW - Agency number: FHWA-MO-EIS-03-01-D KW - Archaeological Sites KW - Bridges KW - Cost Assessments KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Preserves KW - Traffic Analyses KW - Safety KW - Transportation KW - Wildlife Habitat KW - Missouri KW - Department of Transportation Act of 1966, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36428059?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&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 - Draft. Preparation date: July 29, 2003 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - U.S. ROUTE 40/61 BRIDGE LOCATION STUDY OVER THE MISSOURI RIVER, ST. CHARLES AND ST. LOUIS COUNTIES, MISSOURI. [Part 1 of 2] T2 - U.S. ROUTE 40/61 BRIDGE LOCATION STUDY OVER THE MISSOURI RIVER, ST. CHARLES AND ST. LOUIS COUNTIES, MISSOURI. AN - 36374263; 10349-030354_0001 AB - PURPOSE: The construction of a bridge across the Missouri River within the US 40/61 corridor to connect St. Charles and St. Louis counties, Missouri is proposed to supplement two other bridges providing crossings of the river in the area. The study corridor extends 2.1 miles from the Missouri Research Park overpass to Chesterfield Airport Road. The project would provide a new four-lane bridge upstream of the eastbound bridge and allow for continued use of both existing bridge. Improvements to the Chesterfield Airport Road interchange in St. Louis County and connections to the proposed one-way collector-distributor road system along US 4/61 in Chesterfield Valley would also be implemented. Five alternatives, including five new bridge and a No Action Alternative, are considered in this draft EIS. The preferred alternative (Alternative A2) would provide for construction of a new four-lane bridge upstream of the existing eastbound bridge to accommodate eastbound traffic. The existing eastbound bridge would be converted to provide for two lanes of westbound traffic. Two lanes of westbound traffic would continue to be accommodated on the existing westbound bridge. The new bridge would meet all navigational requirements of the US Coast Guard, including matching the existing bridge pier locations and maintaining adequate horizontal and vertical clearances. Cost of the preferred alternative is estimated at $168.4 million. POSITIVE IMPACTS: The new bridge would address problems related to the aging westbound bridge and provide system continuity between roadway improvements in both of the affected counties. The facility would support projected traffic demands and economic development trends in the area and improve safety along the US 40/61 corridor. NEGATIVE IMPACTS: Rights-of-way development on 19.3 acres would result in the encroachment on 7.2 acres of floodplain land, disturbance of two previously recorded archaeological sites, and displacement of 1.5 acres of primarily wooded land within the Weldon Spring Conservation Area. One hazardous waste site would be encountered during construction. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.). JF - EPA number: 030354, 175 pages and maps, July 29, 2003 PY - 2003 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-MO-EIS-03-01-D KW - Archaeological Sites KW - Bridges KW - Cost Assessments KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Preserves KW - Traffic Analyses KW - Safety KW - Transportation KW - Wildlife Habitat KW - Missouri KW - Department of Transportation Act of 1966, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36374263?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-07-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=U.S.+ROUTE+40%2F61+BRIDGE+LOCATION+STUDY+OVER+THE+MISSOURI+RIVER%2C+ST.+CHARLES+AND+ST.+LOUIS+COUNTIES%2C+MISSOURI.&rft.title=U.S.+ROUTE+40%2F61+BRIDGE+LOCATION+STUDY+OVER+THE+MISSOURI+RIVER%2C+ST.+CHARLES+AND+ST.+LOUIS+COUNTIES%2C+MISSOURI.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Jefferson City, Missouri; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: July 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - U.S. ROUTE 40/61 BRIDGE LOCATION STUDY OVER THE MISSOURI RIVER, ST. CHARLES AND ST. LOUIS COUNTIES, MISSOURI. [Part 2 of 2] T2 - U.S. ROUTE 40/61 BRIDGE LOCATION STUDY OVER THE MISSOURI RIVER, ST. CHARLES AND ST. LOUIS COUNTIES, MISSOURI. AN - 36370708; 10349-030354_0002 AB - PURPOSE: The construction of a bridge across the Missouri River within the US 40/61 corridor to connect St. Charles and St. Louis counties, Missouri is proposed to supplement two other bridges providing crossings of the river in the area. The study corridor extends 2.1 miles from the Missouri Research Park overpass to Chesterfield Airport Road. The project would provide a new four-lane bridge upstream of the eastbound bridge and allow for continued use of both existing bridge. Improvements to the Chesterfield Airport Road interchange in St. Louis County and connections to the proposed one-way collector-distributor road system along US 4/61 in Chesterfield Valley would also be implemented. Five alternatives, including five new bridge and a No Action Alternative, are considered in this draft EIS. The preferred alternative (Alternative A2) would provide for construction of a new four-lane bridge upstream of the existing eastbound bridge to accommodate eastbound traffic. The existing eastbound bridge would be converted to provide for two lanes of westbound traffic. Two lanes of westbound traffic would continue to be accommodated on the existing westbound bridge. The new bridge would meet all navigational requirements of the US Coast Guard, including matching the existing bridge pier locations and maintaining adequate horizontal and vertical clearances. Cost of the preferred alternative is estimated at $168.4 million. POSITIVE IMPACTS: The new bridge would address problems related to the aging westbound bridge and provide system continuity between roadway improvements in both of the affected counties. The facility would support projected traffic demands and economic development trends in the area and improve safety along the US 40/61 corridor. NEGATIVE IMPACTS: Rights-of-way development on 19.3 acres would result in the encroachment on 7.2 acres of floodplain land, disturbance of two previously recorded archaeological sites, and displacement of 1.5 acres of primarily wooded land within the Weldon Spring Conservation Area. One hazardous waste site would be encountered during construction. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.). JF - EPA number: 030354, 175 pages and maps, July 29, 2003 PY - 2003 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-MO-EIS-03-01-D KW - Archaeological Sites KW - Bridges KW - Cost Assessments KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Preserves KW - Traffic Analyses KW - Safety KW - Transportation KW - Wildlife Habitat KW - Missouri KW - Department of Transportation Act of 1966, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36370708?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-07-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=U.S.+ROUTE+40%2F61+BRIDGE+LOCATION+STUDY+OVER+THE+MISSOURI+RIVER%2C+ST.+CHARLES+AND+ST.+LOUIS+COUNTIES%2C+MISSOURI.&rft.title=U.S.+ROUTE+40%2F61+BRIDGE+LOCATION+STUDY+OVER+THE+MISSOURI+RIVER%2C+ST.+CHARLES+AND+ST.+LOUIS+COUNTIES%2C+MISSOURI.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Jefferson City, Missouri; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: July 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - M-59 LIVINGSTON COUNTY WIDENING PROJECT, I-96 TO US-23, LIVINGSTON COUNTY, MICHIGAN. AN - 36412199; 10347 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 draft EIS. 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 elevations or heights, shifting centerlines, and widening roadways to include additional turning lanes at intersections with M-59. Action Alternative 2 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 or center median with indirect 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). JF - EPA number: 030352, 191 pages and maps, July 25, 2003 PY - 2003 KW - Roads and Railroads KW - Agency number: FHWA-MI-EIS-02-02-D KW - Endangered Species (Animals) KW - Historic Sites KW - Farmlands KW - Floodplains KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Section 4(f) Statements KW - Safety KW - Relocations-Property Acquisitions KW - Roads 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/36412199?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-07-25&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 - Draft. Preparation date: July 25, 2003 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - NEW RIVER PARKWAY, I-64 TO HINTON, RALEIGH AND SUMMERS COUNTIES, WEST VIRGINIA (DRAFT SUPPLEMENT TO THE MARCH 1998 FINAL ENVIRONMENTAL IMPACT STATEMENT). [Part 1 of 2] T2 - NEW RIVER PARKWAY, I-64 TO HINTON, RALEIGH AND SUMMERS COUNTIES, WEST VIRGINIA (DRAFT SUPPLEMENT TO THE MARCH 1998 FINAL ENVIRONMENTAL IMPACT STATEMENT). AN - 36350827; 10341-030346_0001 AB - PURPOSE: The construction of a 10-mile scenic parkway and recreational facilities, located in southern West Virginia, is proposed. The parkway would run parallel to the New River, which serves as the boundary between the two counties in the project area, and extend from the I-64 bridge over the river to the town of Hinton, the county seat of Summers County. The entire length of the New River flows north from Blowing Rock, North Carolina, to Fayette County, West Virginia. In 1978, a 50-mile section of the river was designated as the New River Gorge National River; the management plan prepared by the National Park Service emphasized the need for developing high-quality river recreation experiences while protecting the river's natural, cultural, and scenic resources. Currently, the project area includes 12 recreational facilities accessible through an irregular network of substandard rural roads and secondary highways. Some 15 additional facilities have been identified for development after the parkway was constructed. These sites include boat launch facilities, scenic overlooks, and trailheads. Four alternatives, including a No-Build Alternative, were considered in the draft EIS of March 1998. Alternative 2 would generally follow the alignment of existing Route 26 on the west side of the New River along a modified narrow roadway; three optional crossings of the New River near the I-64 interchange are associated with this alternative. The facility would run on the east side of the river from I-64 to south of Brooks Island, where the alignment would cross to the west side of the river and follow the same course as Alternative 2. Alternative 3 would begin at the I-64 interchange north of Sandstone, east of the New River, and run along WV 20 to the southern end of Laurel Creek Bridge and then follow parallel of Chestnut Mountain below WV 20. Alternative 4 would cross the New River twice: at the one of the three locations considered for Alternative 2, and at the Alternative 3 site. In August 1999, a report was issued identifying the preferred alignment (Alternative 2A/2D). A draft supplemental EIS of March 2002 considered resource protection and land acquisition options along the preferred alignment. The focus of the supplement was on construction of a new bridge across the New River, upgrading of Route 26, construction of recreational facilities, and establishment of new land management plans. Four resource protection/land acquisition options associated with the parkway and a No-Build Alternative were addressed in the supplement. The preferred option (Option 2) would involve acquisition of rights-of-way for construction of the parkway, purchase of additional property and easements from willing sellers, and purchasing of conservation easements on farmlands from willing sellers. This final EIS continues to identify Alternative 2A/2D, Option 2, as the preferred alternative. POSITIVE IMPACTS: The parkway would provide improved access to recreational sites in and around the New River gorge and support the development of recreational facilities, stimulate regional economic development, improve highway safety in the project area, and preserve scenic landscape patterns of the river corridor. Annual tourist expenditures would increase substantially. Option 2 would protect farmland, floodplain land, wetlands, and riparian habitat. The option would also offer additional public use opportunities and could provide additional protection in areas characterized by steep slopes and reduce runoff from farmlands. NEGATIVE IMPACTS: The draft EIS indicated that rights-of-way requirements under the build alternatives would displace 11 to 29 private properties, encroach on up to seven acres of the 100-year floodplain, and adversely affect the Brookline Historic District and one or two other historic properties. LEGAL MANDATES: National Highway Systems Designation Act of 1995 (P.L. 104-59) 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 98-0120D, Volume 22, Number 2 and 02-0305D, Volume 26, Number 3. JF - EPA number: 030346, 891 pages and maps, July 23, 2003 PY - 2003 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-WV-EIS-95-01-F KW - Bridges KW - Easements KW - Farmlands KW - Floodplains KW - Highway Structures KW - Highways KW - Historic Districts KW - Historic Sites KW - Historic Sites Surveys KW - Preserves KW - Recreation Facilities KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocations-Property Acquisitions KW - Rivers KW - Scenic Areas KW - Section 4(f) Statements KW - Trails KW - Transportation KW - Vegetation Surveys KW - Visual Resources KW - New River KW - West Virginia KW - National Highway Systems Designation Act of 1995, 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/36350827?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+RIVER+PARKWAY%2C+I-64+TO+HINTON%2C+RALEIGH+AND+SUMMERS+COUNTIES%2C+WEST+VIRGINIA+%28DRAFT+SUPPLEMENT+TO+THE+MARCH+1998+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=NEW+RIVER+PARKWAY%2C+I-64+TO+HINTON%2C+RALEIGH+AND+SUMMERS+COUNTIES%2C+WEST+VIRGINIA+%28DRAFT+SUPPLEMENT+TO+THE+MARCH+1998+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Charleston, West Virginia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: July 23, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW RIVER PARKWAY, I-64 TO HINTON, RALEIGH AND SUMMERS COUNTIES, WEST VIRGINIA (DRAFT SUPPLEMENT TO THE MARCH 1998 FINAL ENVIRONMENTAL IMPACT STATEMENT). [Part 2 of 2] T2 - NEW RIVER PARKWAY, I-64 TO HINTON, RALEIGH AND SUMMERS COUNTIES, WEST VIRGINIA (DRAFT SUPPLEMENT TO THE MARCH 1998 FINAL ENVIRONMENTAL IMPACT STATEMENT). AN - 36349407; 10341-030346_0002 AB - PURPOSE: The construction of a 10-mile scenic parkway and recreational facilities, located in southern West Virginia, is proposed. The parkway would run parallel to the New River, which serves as the boundary between the two counties in the project area, and extend from the I-64 bridge over the river to the town of Hinton, the county seat of Summers County. The entire length of the New River flows north from Blowing Rock, North Carolina, to Fayette County, West Virginia. In 1978, a 50-mile section of the river was designated as the New River Gorge National River; the management plan prepared by the National Park Service emphasized the need for developing high-quality river recreation experiences while protecting the river's natural, cultural, and scenic resources. Currently, the project area includes 12 recreational facilities accessible through an irregular network of substandard rural roads and secondary highways. Some 15 additional facilities have been identified for development after the parkway was constructed. These sites include boat launch facilities, scenic overlooks, and trailheads. Four alternatives, including a No-Build Alternative, were considered in the draft EIS of March 1998. Alternative 2 would generally follow the alignment of existing Route 26 on the west side of the New River along a modified narrow roadway; three optional crossings of the New River near the I-64 interchange are associated with this alternative. The facility would run on the east side of the river from I-64 to south of Brooks Island, where the alignment would cross to the west side of the river and follow the same course as Alternative 2. Alternative 3 would begin at the I-64 interchange north of Sandstone, east of the New River, and run along WV 20 to the southern end of Laurel Creek Bridge and then follow parallel of Chestnut Mountain below WV 20. Alternative 4 would cross the New River twice: at the one of the three locations considered for Alternative 2, and at the Alternative 3 site. In August 1999, a report was issued identifying the preferred alignment (Alternative 2A/2D). A draft supplemental EIS of March 2002 considered resource protection and land acquisition options along the preferred alignment. The focus of the supplement was on construction of a new bridge across the New River, upgrading of Route 26, construction of recreational facilities, and establishment of new land management plans. Four resource protection/land acquisition options associated with the parkway and a No-Build Alternative were addressed in the supplement. The preferred option (Option 2) would involve acquisition of rights-of-way for construction of the parkway, purchase of additional property and easements from willing sellers, and purchasing of conservation easements on farmlands from willing sellers. This final EIS continues to identify Alternative 2A/2D, Option 2, as the preferred alternative. POSITIVE IMPACTS: The parkway would provide improved access to recreational sites in and around the New River gorge and support the development of recreational facilities, stimulate regional economic development, improve highway safety in the project area, and preserve scenic landscape patterns of the river corridor. Annual tourist expenditures would increase substantially. Option 2 would protect farmland, floodplain land, wetlands, and riparian habitat. The option would also offer additional public use opportunities and could provide additional protection in areas characterized by steep slopes and reduce runoff from farmlands. NEGATIVE IMPACTS: The draft EIS indicated that rights-of-way requirements under the build alternatives would displace 11 to 29 private properties, encroach on up to seven acres of the 100-year floodplain, and adversely affect the Brookline Historic District and one or two other historic properties. LEGAL MANDATES: National Highway Systems Designation Act of 1995 (P.L. 104-59) 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 98-0120D, Volume 22, Number 2 and 02-0305D, Volume 26, Number 3. JF - EPA number: 030346, 891 pages and maps, July 23, 2003 PY - 2003 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-WV-EIS-95-01-F KW - Bridges KW - Easements KW - Farmlands KW - Floodplains KW - Highway Structures KW - Highways KW - Historic Districts KW - Historic Sites KW - Historic Sites Surveys KW - Preserves KW - Recreation Facilities KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocations-Property Acquisitions KW - Rivers KW - Scenic Areas KW - Section 4(f) Statements KW - Trails KW - Transportation KW - Vegetation Surveys KW - Visual Resources KW - New River KW - West Virginia KW - National Highway Systems Designation Act of 1995, 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/36349407?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+RIVER+PARKWAY%2C+I-64+TO+HINTON%2C+RALEIGH+AND+SUMMERS+COUNTIES%2C+WEST+VIRGINIA+%28DRAFT+SUPPLEMENT+TO+THE+MARCH+1998+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=NEW+RIVER+PARKWAY%2C+I-64+TO+HINTON%2C+RALEIGH+AND+SUMMERS+COUNTIES%2C+WEST+VIRGINIA+%28DRAFT+SUPPLEMENT+TO+THE+MARCH+1998+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Charleston, West Virginia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: July 23, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEWARK-ELIZABETH RAIL LINK, CITY OF NEWARK, ESSEX COUNTY AND CITY OF ELIZABETH, UNION COUNTY, NEW JERSEY (DRAFT SUPPLEMENT TO THE DRAFT EIS OF JANUARY 1997). AN - 36427839; 10334 AB - PURPOSE: The construction of the first segment of a light rail transit (LRT) system designed to link downtown Newark, Newark International Airport, and Elizabeth, New Jersey, is proposed. The January 1997 draft EIS addressed the entire 8.8-mile-long project corridor that is one of the most heavily-traveled corridors in the state, servicing trips into an out of Newark as well as trips destined to New York City and other areas. Although the area has an extensive and varied network of transportation services that are extensively used, the connections among some transit lines are poor, particularly between the Broad Street Station (BSS), Newark Penn Station (NPS), the airport, and the Midtown Elizabeth Station. The final EIS of August 1988 addressed six alternatives, including a No-Build Alternative, for the construction of the first operable segment of the LRT system, extending 0.97 mile from Broad Street Station to Newark Penn Station in downtown Newark. This supplement to the draft EIS addresses a 5.8-mile LRT alignment. The full 8.8-mile system would be constructed in three minimum operable segments: 1) a one-mile connection between the BSS and NPS in downtown Newark; 2) a one-mile segment from NPS to Camp Street in south Newark; and 3) a seven-mile LRT segment from Camp Street to Elizabeth, with an intervening station at the airport. The currently proposed LRT system would consist of an overhead electric power contact system running over a portion of the partially used freight rights-of-way owned by Conrail, CSX, and Norfolk Southern, extending between the Northeast Corridor and the New Jersey Gardens Mall, and over newly developed rights-of-way from this point to the airport; nine stations and provisions for one future station; an LRT storage and maintenance facility to be located at the corner of Veterans Memorial Drive and Trumbull Street; and various new bridge structures associated with the LRT system and structures necessary to maintain existing freight rail traffic. Capital costs of the project are estimated at $291.8 million. POSITIVE IMPACTS: The rail line would improve access within the downtown area and to the airport and other rail lines, reduce roadway congestion and energy use in the corridor, improve air quality, and support local economic development. Several minority and low-income communities would benefit from enhanced access to public transportation. NEGATIVE IMPACTS: New rights-of-way requirements would require the displacement of four businesses, including three along Trumbull Street near the New Jersey Turnpike and one proposed Yard and Shop site. Approximately 3.4 acres of wetlands would be lost and an additional 8.1 acres would suffer transition disturbance. The alignment would traverse 100- and 50-year floodplains and could cause minor damage to a peripheral ditch within the airport drainage system. System-generated vibration could affect the Oak Grand Motel and a residence at Magnolia Avenue and Reid Street. The project could affect five historic districts and seven individual sites as well as five archaeological sites. The LRT system would include in five at-grade roadway crossings, resulting in the associated traffic delays and safety hazards. Other rail/road intersections would also reduce levels of service on the affected roads. Construction workers would encounter seven sites that could contain contaminated materials. LEGAL MANDATES: Coastal Zone Management Act of 1972 (43 U.S.C. 1241), Federal Transit Laws (49 U.S.C. 53), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 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 97-0048D, Volume 21, Number 1 and 98-0374F, Volume 22, Number 4, respectively. JF - EPA number: 030339, Draft Supplemental EIS--821 pages, Appendix--158 pages, Preliminary Engineering Plates--56 pages (Oversized, July 18, 2003 PY - 2003 KW - Roads and Railroads KW - Air Quality KW - Airports KW - Archaeological Sites KW - Drainage KW - Floodplains KW - Hazardous Materials KW - Historic Districts KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Transportation KW - Wetlands KW - New Jersey KW - Coastal Zone Management Act of 1972, Compliance KW - Federal Transit Laws, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Compliance KW - National Historic Preservation Act of 1966, Archaeological Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36427839?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-07-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEWARK-ELIZABETH+RAIL+LINK%2C+CITY+OF+NEWARK%2C+ESSEX+COUNTY+AND+CITY+OF+ELIZABETH%2C+UNION+COUNTY%2C+NEW+JERSEY+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+EIS+OF+JANUARY+1997%29.&rft.title=NEWARK-ELIZABETH+RAIL+LINK%2C+CITY+OF+NEWARK%2C+ESSEX+COUNTY+AND+CITY+OF+ELIZABETH%2C+UNION+COUNTY%2C+NEW+JERSEY+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+EIS+OF+JANUARY+1997%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: July 18, 2003 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - NEWARK-ELIZABETH RAIL LINK, CITY OF NEWARK, ESSEX COUNTY AND CITY OF ELIZABETH, UNION COUNTY, NEW JERSEY (DRAFT SUPPLEMENT TO THE DRAFT EIS OF JANUARY 1997). [Part 3 of 3] T2 - NEWARK-ELIZABETH RAIL LINK, CITY OF NEWARK, ESSEX COUNTY AND CITY OF ELIZABETH, UNION COUNTY, NEW JERSEY (DRAFT SUPPLEMENT TO THE DRAFT EIS OF JANUARY 1997). AN - 36351053; 10334-030339_0003 AB - PURPOSE: The construction of the first segment of a light rail transit (LRT) system designed to link downtown Newark, Newark International Airport, and Elizabeth, New Jersey, is proposed. The January 1997 draft EIS addressed the entire 8.8-mile-long project corridor that is one of the most heavily-traveled corridors in the state, servicing trips into an out of Newark as well as trips destined to New York City and other areas. Although the area has an extensive and varied network of transportation services that are extensively used, the connections among some transit lines are poor, particularly between the Broad Street Station (BSS), Newark Penn Station (NPS), the airport, and the Midtown Elizabeth Station. The final EIS of August 1988 addressed six alternatives, including a No-Build Alternative, for the construction of the first operable segment of the LRT system, extending 0.97 mile from Broad Street Station to Newark Penn Station in downtown Newark. This supplement to the draft EIS addresses a 5.8-mile LRT alignment. The full 8.8-mile system would be constructed in three minimum operable segments: 1) a one-mile connection between the BSS and NPS in downtown Newark; 2) a one-mile segment from NPS to Camp Street in south Newark; and 3) a seven-mile LRT segment from Camp Street to Elizabeth, with an intervening station at the airport. The currently proposed LRT system would consist of an overhead electric power contact system running over a portion of the partially used freight rights-of-way owned by Conrail, CSX, and Norfolk Southern, extending between the Northeast Corridor and the New Jersey Gardens Mall, and over newly developed rights-of-way from this point to the airport; nine stations and provisions for one future station; an LRT storage and maintenance facility to be located at the corner of Veterans Memorial Drive and Trumbull Street; and various new bridge structures associated with the LRT system and structures necessary to maintain existing freight rail traffic. Capital costs of the project are estimated at $291.8 million. POSITIVE IMPACTS: The rail line would improve access within the downtown area and to the airport and other rail lines, reduce roadway congestion and energy use in the corridor, improve air quality, and support local economic development. Several minority and low-income communities would benefit from enhanced access to public transportation. NEGATIVE IMPACTS: New rights-of-way requirements would require the displacement of four businesses, including three along Trumbull Street near the New Jersey Turnpike and one proposed Yard and Shop site. Approximately 3.4 acres of wetlands would be lost and an additional 8.1 acres would suffer transition disturbance. The alignment would traverse 100- and 50-year floodplains and could cause minor damage to a peripheral ditch within the airport drainage system. System-generated vibration could affect the Oak Grand Motel and a residence at Magnolia Avenue and Reid Street. The project could affect five historic districts and seven individual sites as well as five archaeological sites. The LRT system would include in five at-grade roadway crossings, resulting in the associated traffic delays and safety hazards. Other rail/road intersections would also reduce levels of service on the affected roads. Construction workers would encounter seven sites that could contain contaminated materials. LEGAL MANDATES: Coastal Zone Management Act of 1972 (43 U.S.C. 1241), Federal Transit Laws (49 U.S.C. 53), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 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 97-0048D, Volume 21, Number 1 and 98-0374F, Volume 22, Number 4, respectively. JF - EPA number: 030339, Draft Supplemental EIS--821 pages, Appendix--158 pages, Preliminary Engineering Plates--56 pages (Oversized, July 18, 2003 PY - 2003 VL - 3 KW - Roads and Railroads KW - Air Quality KW - Airports KW - Archaeological Sites KW - Drainage KW - Floodplains KW - Hazardous Materials KW - Historic Districts KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Transportation KW - Wetlands KW - New Jersey KW - Coastal Zone Management Act of 1972, Compliance KW - Federal Transit Laws, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Compliance KW - National Historic Preservation Act of 1966, Archaeological Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36351053?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-07-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEWARK-ELIZABETH+RAIL+LINK%2C+CITY+OF+NEWARK%2C+ESSEX+COUNTY+AND+CITY+OF+ELIZABETH%2C+UNION+COUNTY%2C+NEW+JERSEY+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+EIS+OF+JANUARY+1997%29.&rft.title=NEWARK-ELIZABETH+RAIL+LINK%2C+CITY+OF+NEWARK%2C+ESSEX+COUNTY+AND+CITY+OF+ELIZABETH%2C+UNION+COUNTY%2C+NEW+JERSEY+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+EIS+OF+JANUARY+1997%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: July 18, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEWARK-ELIZABETH RAIL LINK, CITY OF NEWARK, ESSEX COUNTY AND CITY OF ELIZABETH, UNION COUNTY, NEW JERSEY (DRAFT SUPPLEMENT TO THE DRAFT EIS OF JANUARY 1997). [Part 2 of 3] T2 - NEWARK-ELIZABETH RAIL LINK, CITY OF NEWARK, ESSEX COUNTY AND CITY OF ELIZABETH, UNION COUNTY, NEW JERSEY (DRAFT SUPPLEMENT TO THE DRAFT EIS OF JANUARY 1997). AN - 36349162; 10334-030339_0002 AB - PURPOSE: The construction of the first segment of a light rail transit (LRT) system designed to link downtown Newark, Newark International Airport, and Elizabeth, New Jersey, is proposed. The January 1997 draft EIS addressed the entire 8.8-mile-long project corridor that is one of the most heavily-traveled corridors in the state, servicing trips into an out of Newark as well as trips destined to New York City and other areas. Although the area has an extensive and varied network of transportation services that are extensively used, the connections among some transit lines are poor, particularly between the Broad Street Station (BSS), Newark Penn Station (NPS), the airport, and the Midtown Elizabeth Station. The final EIS of August 1988 addressed six alternatives, including a No-Build Alternative, for the construction of the first operable segment of the LRT system, extending 0.97 mile from Broad Street Station to Newark Penn Station in downtown Newark. This supplement to the draft EIS addresses a 5.8-mile LRT alignment. The full 8.8-mile system would be constructed in three minimum operable segments: 1) a one-mile connection between the BSS and NPS in downtown Newark; 2) a one-mile segment from NPS to Camp Street in south Newark; and 3) a seven-mile LRT segment from Camp Street to Elizabeth, with an intervening station at the airport. The currently proposed LRT system would consist of an overhead electric power contact system running over a portion of the partially used freight rights-of-way owned by Conrail, CSX, and Norfolk Southern, extending between the Northeast Corridor and the New Jersey Gardens Mall, and over newly developed rights-of-way from this point to the airport; nine stations and provisions for one future station; an LRT storage and maintenance facility to be located at the corner of Veterans Memorial Drive and Trumbull Street; and various new bridge structures associated with the LRT system and structures necessary to maintain existing freight rail traffic. Capital costs of the project are estimated at $291.8 million. POSITIVE IMPACTS: The rail line would improve access within the downtown area and to the airport and other rail lines, reduce roadway congestion and energy use in the corridor, improve air quality, and support local economic development. Several minority and low-income communities would benefit from enhanced access to public transportation. NEGATIVE IMPACTS: New rights-of-way requirements would require the displacement of four businesses, including three along Trumbull Street near the New Jersey Turnpike and one proposed Yard and Shop site. Approximately 3.4 acres of wetlands would be lost and an additional 8.1 acres would suffer transition disturbance. The alignment would traverse 100- and 50-year floodplains and could cause minor damage to a peripheral ditch within the airport drainage system. System-generated vibration could affect the Oak Grand Motel and a residence at Magnolia Avenue and Reid Street. The project could affect five historic districts and seven individual sites as well as five archaeological sites. The LRT system would include in five at-grade roadway crossings, resulting in the associated traffic delays and safety hazards. Other rail/road intersections would also reduce levels of service on the affected roads. Construction workers would encounter seven sites that could contain contaminated materials. LEGAL MANDATES: Coastal Zone Management Act of 1972 (43 U.S.C. 1241), Federal Transit Laws (49 U.S.C. 53), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 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 97-0048D, Volume 21, Number 1 and 98-0374F, Volume 22, Number 4, respectively. JF - EPA number: 030339, Draft Supplemental EIS--821 pages, Appendix--158 pages, Preliminary Engineering Plates--56 pages (Oversized, July 18, 2003 PY - 2003 VL - 2 KW - Roads and Railroads KW - Air Quality KW - Airports KW - Archaeological Sites KW - Drainage KW - Floodplains KW - Hazardous Materials KW - Historic Districts KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Transportation KW - Wetlands KW - New Jersey KW - Coastal Zone Management Act of 1972, Compliance KW - Federal Transit Laws, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Compliance KW - National Historic Preservation Act of 1966, Archaeological Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36349162?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-07-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEWARK-ELIZABETH+RAIL+LINK%2C+CITY+OF+NEWARK%2C+ESSEX+COUNTY+AND+CITY+OF+ELIZABETH%2C+UNION+COUNTY%2C+NEW+JERSEY+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+EIS+OF+JANUARY+1997%29.&rft.title=NEWARK-ELIZABETH+RAIL+LINK%2C+CITY+OF+NEWARK%2C+ESSEX+COUNTY+AND+CITY+OF+ELIZABETH%2C+UNION+COUNTY%2C+NEW+JERSEY+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+EIS+OF+JANUARY+1997%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: July 18, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEWARK-ELIZABETH RAIL LINK, CITY OF NEWARK, ESSEX COUNTY AND CITY OF ELIZABETH, UNION COUNTY, NEW JERSEY (DRAFT SUPPLEMENT TO THE DRAFT EIS OF JANUARY 1997). [Part 1 of 3] T2 - NEWARK-ELIZABETH RAIL LINK, CITY OF NEWARK, ESSEX COUNTY AND CITY OF ELIZABETH, UNION COUNTY, NEW JERSEY (DRAFT SUPPLEMENT TO THE DRAFT EIS OF JANUARY 1997). AN - 36348537; 10334-030339_0001 AB - PURPOSE: The construction of the first segment of a light rail transit (LRT) system designed to link downtown Newark, Newark International Airport, and Elizabeth, New Jersey, is proposed. The January 1997 draft EIS addressed the entire 8.8-mile-long project corridor that is one of the most heavily-traveled corridors in the state, servicing trips into an out of Newark as well as trips destined to New York City and other areas. Although the area has an extensive and varied network of transportation services that are extensively used, the connections among some transit lines are poor, particularly between the Broad Street Station (BSS), Newark Penn Station (NPS), the airport, and the Midtown Elizabeth Station. The final EIS of August 1988 addressed six alternatives, including a No-Build Alternative, for the construction of the first operable segment of the LRT system, extending 0.97 mile from Broad Street Station to Newark Penn Station in downtown Newark. This supplement to the draft EIS addresses a 5.8-mile LRT alignment. The full 8.8-mile system would be constructed in three minimum operable segments: 1) a one-mile connection between the BSS and NPS in downtown Newark; 2) a one-mile segment from NPS to Camp Street in south Newark; and 3) a seven-mile LRT segment from Camp Street to Elizabeth, with an intervening station at the airport. The currently proposed LRT system would consist of an overhead electric power contact system running over a portion of the partially used freight rights-of-way owned by Conrail, CSX, and Norfolk Southern, extending between the Northeast Corridor and the New Jersey Gardens Mall, and over newly developed rights-of-way from this point to the airport; nine stations and provisions for one future station; an LRT storage and maintenance facility to be located at the corner of Veterans Memorial Drive and Trumbull Street; and various new bridge structures associated with the LRT system and structures necessary to maintain existing freight rail traffic. Capital costs of the project are estimated at $291.8 million. POSITIVE IMPACTS: The rail line would improve access within the downtown area and to the airport and other rail lines, reduce roadway congestion and energy use in the corridor, improve air quality, and support local economic development. Several minority and low-income communities would benefit from enhanced access to public transportation. NEGATIVE IMPACTS: New rights-of-way requirements would require the displacement of four businesses, including three along Trumbull Street near the New Jersey Turnpike and one proposed Yard and Shop site. Approximately 3.4 acres of wetlands would be lost and an additional 8.1 acres would suffer transition disturbance. The alignment would traverse 100- and 50-year floodplains and could cause minor damage to a peripheral ditch within the airport drainage system. System-generated vibration could affect the Oak Grand Motel and a residence at Magnolia Avenue and Reid Street. The project could affect five historic districts and seven individual sites as well as five archaeological sites. The LRT system would include in five at-grade roadway crossings, resulting in the associated traffic delays and safety hazards. Other rail/road intersections would also reduce levels of service on the affected roads. Construction workers would encounter seven sites that could contain contaminated materials. LEGAL MANDATES: Coastal Zone Management Act of 1972 (43 U.S.C. 1241), Federal Transit Laws (49 U.S.C. 53), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 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 97-0048D, Volume 21, Number 1 and 98-0374F, Volume 22, Number 4, respectively. JF - EPA number: 030339, Draft Supplemental EIS--821 pages, Appendix--158 pages, Preliminary Engineering Plates--56 pages (Oversized, July 18, 2003 PY - 2003 VL - 1 KW - Roads and Railroads KW - Air Quality KW - Airports KW - Archaeological Sites KW - Drainage KW - Floodplains KW - Hazardous Materials KW - Historic Districts KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Transportation KW - Wetlands KW - New Jersey KW - Coastal Zone Management Act of 1972, Compliance KW - Federal Transit Laws, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Compliance KW - National Historic Preservation Act of 1966, Archaeological Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36348537?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-07-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEWARK-ELIZABETH+RAIL+LINK%2C+CITY+OF+NEWARK%2C+ESSEX+COUNTY+AND+CITY+OF+ELIZABETH%2C+UNION+COUNTY%2C+NEW+JERSEY+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+EIS+OF+JANUARY+1997%29.&rft.title=NEWARK-ELIZABETH+RAIL+LINK%2C+CITY+OF+NEWARK%2C+ESSEX+COUNTY+AND+CITY+OF+ELIZABETH%2C+UNION+COUNTY%2C+NEW+JERSEY+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+EIS+OF+JANUARY+1997%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: July 18, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE HIGHWAY 45 SOUTHEAST FROM IH 35 TO SH 130/US 183, TRAVIS COUNTY, TEXAS. [Part 3 of 5] T2 - STATE HIGHWAY 45 SOUTHEAST FROM IH 35 TO SH 130/US 183, TRAVIS COUNTY, TEXAS. AN - 36382718; 10185-030310_0003 AB - PURPOSE: The construction of State Highway (SH) 45 Southeast, a 7.3-mile controlled access east-west highway through the Austin-San Marcos Metropolitan Area of Travis County, Texas is proposed. The facility would extend from Interstate 35 (I-35) at Farm-to-Market (FM) 1327, south of Austin, to the junction of SH 130. US Highway 183. The highway alignment run south of and generally parallel to FM 1327, except in the urban areas of Austin, Creedmoor, and Mustang Ridge. Three primary route alternatives and a No Action Alternative are considered in this draft EIS. The preferred alternative (Alternative 4) would proceed east from I-35 for 0.4 miles before turning generally southeast for five miles, then cross Williamson Road, curve southeast for 0.7 mile before turning east for 1.8 miles to pass 250 feet south of Maha Creek before reaching its crossing with the creek and its eastern terminus. Cost of the preferred alternative is estimated at $312 million. POSITIVE IMPACTS: The new facility would enhance the local, regional, and national transportation system by providing an efficient direct connection between I-35 and SH 130/US 183 while, at the same time, facilitating multimodal and intermodal connectivity as well as management of traffic congestion on I-35, SH 71, and other roadways within the Austin metropolitan area. Safety, mobility, and accessibility in and around the study area. The preferred alternative would result in the fewest environmental impacts and result in the lowest financial outlay of the three route alternatives. NEGATIVE IMPACTS: Rights-of-way developments would displace one residence, two acres of wetlands, and 36 acres of floodplain. A total of 32 parcels of land would be affected. The alignment would traverse 10 surface flows. Traffic-generated noise levels would exceed federal standards in the vicinity of five noise 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). JF - EPA number: 030310, 657 pages and maps, July 3, 2003 PY - 2003 VL - 3 KW - Roads and Railroads KW - Agency number: FHWA-TX-EIS-03-04-D KW - Floodplains KW - Highways KW - Highway Structures KW - Historic Sites Surveys KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Streams KW - Transportation KW - Wetlands KW - Texas KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36382718?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-07-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+HIGHWAY+45+SOUTHEAST+FROM+IH+35+TO+SH+130%2FUS+183%2C+TRAVIS+COUNTY%2C+TEXAS.&rft.title=STATE+HIGHWAY+45+SOUTHEAST+FROM+IH+35+TO+SH+130%2FUS+183%2C+TRAVIS+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 - Draft. Preparation date: July 3, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE HIGHWAY 45 SOUTHEAST FROM IH 35 TO SH 130/US 183, TRAVIS COUNTY, TEXAS. [Part 1 of 5] T2 - STATE HIGHWAY 45 SOUTHEAST FROM IH 35 TO SH 130/US 183, TRAVIS COUNTY, TEXAS. AN - 36380692; 10185-030310_0001 AB - PURPOSE: The construction of State Highway (SH) 45 Southeast, a 7.3-mile controlled access east-west highway through the Austin-San Marcos Metropolitan Area of Travis County, Texas is proposed. The facility would extend from Interstate 35 (I-35) at Farm-to-Market (FM) 1327, south of Austin, to the junction of SH 130. US Highway 183. The highway alignment run south of and generally parallel to FM 1327, except in the urban areas of Austin, Creedmoor, and Mustang Ridge. Three primary route alternatives and a No Action Alternative are considered in this draft EIS. The preferred alternative (Alternative 4) would proceed east from I-35 for 0.4 miles before turning generally southeast for five miles, then cross Williamson Road, curve southeast for 0.7 mile before turning east for 1.8 miles to pass 250 feet south of Maha Creek before reaching its crossing with the creek and its eastern terminus. Cost of the preferred alternative is estimated at $312 million. POSITIVE IMPACTS: The new facility would enhance the local, regional, and national transportation system by providing an efficient direct connection between I-35 and SH 130/US 183 while, at the same time, facilitating multimodal and intermodal connectivity as well as management of traffic congestion on I-35, SH 71, and other roadways within the Austin metropolitan area. Safety, mobility, and accessibility in and around the study area. The preferred alternative would result in the fewest environmental impacts and result in the lowest financial outlay of the three route alternatives. NEGATIVE IMPACTS: Rights-of-way developments would displace one residence, two acres of wetlands, and 36 acres of floodplain. A total of 32 parcels of land would be affected. The alignment would traverse 10 surface flows. Traffic-generated noise levels would exceed federal standards in the vicinity of five noise 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). JF - EPA number: 030310, 657 pages and maps, July 3, 2003 PY - 2003 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-TX-EIS-03-04-D KW - Floodplains KW - Highways KW - Highway Structures KW - Historic Sites Surveys KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Streams KW - Transportation KW - Wetlands KW - Texas KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36380692?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-07-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+HIGHWAY+45+SOUTHEAST+FROM+IH+35+TO+SH+130%2FUS+183%2C+TRAVIS+COUNTY%2C+TEXAS.&rft.title=STATE+HIGHWAY+45+SOUTHEAST+FROM+IH+35+TO+SH+130%2FUS+183%2C+TRAVIS+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 - Draft. Preparation date: July 3, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE HIGHWAY 45 SOUTHEAST FROM IH 35 TO SH 130/US 183, TRAVIS COUNTY, TEXAS. [Part 2 of 5] T2 - STATE HIGHWAY 45 SOUTHEAST FROM IH 35 TO SH 130/US 183, TRAVIS COUNTY, TEXAS. AN - 36380680; 10185-030310_0002 AB - PURPOSE: The construction of State Highway (SH) 45 Southeast, a 7.3-mile controlled access east-west highway through the Austin-San Marcos Metropolitan Area of Travis County, Texas is proposed. The facility would extend from Interstate 35 (I-35) at Farm-to-Market (FM) 1327, south of Austin, to the junction of SH 130. US Highway 183. The highway alignment run south of and generally parallel to FM 1327, except in the urban areas of Austin, Creedmoor, and Mustang Ridge. Three primary route alternatives and a No Action Alternative are considered in this draft EIS. The preferred alternative (Alternative 4) would proceed east from I-35 for 0.4 miles before turning generally southeast for five miles, then cross Williamson Road, curve southeast for 0.7 mile before turning east for 1.8 miles to pass 250 feet south of Maha Creek before reaching its crossing with the creek and its eastern terminus. Cost of the preferred alternative is estimated at $312 million. POSITIVE IMPACTS: The new facility would enhance the local, regional, and national transportation system by providing an efficient direct connection between I-35 and SH 130/US 183 while, at the same time, facilitating multimodal and intermodal connectivity as well as management of traffic congestion on I-35, SH 71, and other roadways within the Austin metropolitan area. Safety, mobility, and accessibility in and around the study area. The preferred alternative would result in the fewest environmental impacts and result in the lowest financial outlay of the three route alternatives. NEGATIVE IMPACTS: Rights-of-way developments would displace one residence, two acres of wetlands, and 36 acres of floodplain. A total of 32 parcels of land would be affected. The alignment would traverse 10 surface flows. Traffic-generated noise levels would exceed federal standards in the vicinity of five noise 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). JF - EPA number: 030310, 657 pages and maps, July 3, 2003 PY - 2003 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-TX-EIS-03-04-D KW - Floodplains KW - Highways KW - Highway Structures KW - Historic Sites Surveys KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Streams KW - Transportation KW - Wetlands KW - Texas KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36380680?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-07-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+HIGHWAY+45+SOUTHEAST+FROM+IH+35+TO+SH+130%2FUS+183%2C+TRAVIS+COUNTY%2C+TEXAS.&rft.title=STATE+HIGHWAY+45+SOUTHEAST+FROM+IH+35+TO+SH+130%2FUS+183%2C+TRAVIS+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 - Draft. Preparation date: July 3, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE HIGHWAY 45 SOUTHEAST FROM IH 35 TO SH 130/US 183, TRAVIS COUNTY, TEXAS. [Part 4 of 5] T2 - STATE HIGHWAY 45 SOUTHEAST FROM IH 35 TO SH 130/US 183, TRAVIS COUNTY, TEXAS. AN - 36374072; 10185-030310_0004 AB - PURPOSE: The construction of State Highway (SH) 45 Southeast, a 7.3-mile controlled access east-west highway through the Austin-San Marcos Metropolitan Area of Travis County, Texas is proposed. The facility would extend from Interstate 35 (I-35) at Farm-to-Market (FM) 1327, south of Austin, to the junction of SH 130. US Highway 183. The highway alignment run south of and generally parallel to FM 1327, except in the urban areas of Austin, Creedmoor, and Mustang Ridge. Three primary route alternatives and a No Action Alternative are considered in this draft EIS. The preferred alternative (Alternative 4) would proceed east from I-35 for 0.4 miles before turning generally southeast for five miles, then cross Williamson Road, curve southeast for 0.7 mile before turning east for 1.8 miles to pass 250 feet south of Maha Creek before reaching its crossing with the creek and its eastern terminus. Cost of the preferred alternative is estimated at $312 million. POSITIVE IMPACTS: The new facility would enhance the local, regional, and national transportation system by providing an efficient direct connection between I-35 and SH 130/US 183 while, at the same time, facilitating multimodal and intermodal connectivity as well as management of traffic congestion on I-35, SH 71, and other roadways within the Austin metropolitan area. Safety, mobility, and accessibility in and around the study area. The preferred alternative would result in the fewest environmental impacts and result in the lowest financial outlay of the three route alternatives. NEGATIVE IMPACTS: Rights-of-way developments would displace one residence, two acres of wetlands, and 36 acres of floodplain. A total of 32 parcels of land would be affected. The alignment would traverse 10 surface flows. Traffic-generated noise levels would exceed federal standards in the vicinity of five noise 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). JF - EPA number: 030310, 657 pages and maps, July 3, 2003 PY - 2003 VL - 4 KW - Roads and Railroads KW - Agency number: FHWA-TX-EIS-03-04-D KW - Floodplains KW - Highways KW - Highway Structures KW - Historic Sites Surveys KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Streams KW - Transportation KW - Wetlands KW - Texas KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36374072?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-07-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+HIGHWAY+45+SOUTHEAST+FROM+IH+35+TO+SH+130%2FUS+183%2C+TRAVIS+COUNTY%2C+TEXAS.&rft.title=STATE+HIGHWAY+45+SOUTHEAST+FROM+IH+35+TO+SH+130%2FUS+183%2C+TRAVIS+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 - Draft. Preparation date: July 3, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE HIGHWAY 45 SOUTHEAST FROM IH 35 TO SH 130/US 183, TRAVIS COUNTY, TEXAS. [Part 5 of 5] T2 - STATE HIGHWAY 45 SOUTHEAST FROM IH 35 TO SH 130/US 183, TRAVIS COUNTY, TEXAS. AN - 36373548; 10185-030310_0005 AB - PURPOSE: The construction of State Highway (SH) 45 Southeast, a 7.3-mile controlled access east-west highway through the Austin-San Marcos Metropolitan Area of Travis County, Texas is proposed. The facility would extend from Interstate 35 (I-35) at Farm-to-Market (FM) 1327, south of Austin, to the junction of SH 130. US Highway 183. The highway alignment run south of and generally parallel to FM 1327, except in the urban areas of Austin, Creedmoor, and Mustang Ridge. Three primary route alternatives and a No Action Alternative are considered in this draft EIS. The preferred alternative (Alternative 4) would proceed east from I-35 for 0.4 miles before turning generally southeast for five miles, then cross Williamson Road, curve southeast for 0.7 mile before turning east for 1.8 miles to pass 250 feet south of Maha Creek before reaching its crossing with the creek and its eastern terminus. Cost of the preferred alternative is estimated at $312 million. POSITIVE IMPACTS: The new facility would enhance the local, regional, and national transportation system by providing an efficient direct connection between I-35 and SH 130/US 183 while, at the same time, facilitating multimodal and intermodal connectivity as well as management of traffic congestion on I-35, SH 71, and other roadways within the Austin metropolitan area. Safety, mobility, and accessibility in and around the study area. The preferred alternative would result in the fewest environmental impacts and result in the lowest financial outlay of the three route alternatives. NEGATIVE IMPACTS: Rights-of-way developments would displace one residence, two acres of wetlands, and 36 acres of floodplain. A total of 32 parcels of land would be affected. The alignment would traverse 10 surface flows. Traffic-generated noise levels would exceed federal standards in the vicinity of five noise 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). JF - EPA number: 030310, 657 pages and maps, July 3, 2003 PY - 2003 VL - 5 KW - Roads and Railroads KW - Agency number: FHWA-TX-EIS-03-04-D KW - Floodplains KW - Highways KW - Highway Structures KW - Historic Sites Surveys KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Streams KW - Transportation KW - Wetlands KW - Texas KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36373548?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-07-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+HIGHWAY+45+SOUTHEAST+FROM+IH+35+TO+SH+130%2FUS+183%2C+TRAVIS+COUNTY%2C+TEXAS.&rft.title=STATE+HIGHWAY+45+SOUTHEAST+FROM+IH+35+TO+SH+130%2FUS+183%2C+TRAVIS+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 - Draft. Preparation date: July 3, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE HIGHWAY 45 SOUTHEAST FROM IH 35 TO SH 130/US 183, TRAVIS COUNTY, TEXAS. AN - 16357297; 10185 AB - PURPOSE: The construction of State Highway (SH) 45 Southeast, a 7.3-mile controlled access east-west highway through the Austin-San Marcos Metropolitan Area of Travis County, Texas is proposed. The facility would extend from Interstate 35 (I-35) at Farm-to-Market (FM) 1327, south of Austin, to the junction of SH 130. US Highway 183. The highway alignment run south of and generally parallel to FM 1327, except in the urban areas of Austin, Creedmoor, and Mustang Ridge. Three primary route alternatives and a No Action Alternative are considered in this draft EIS. The preferred alternative (Alternative 4) would proceed east from I-35 for 0.4 miles before turning generally southeast for five miles, then cross Williamson Road, curve southeast for 0.7 mile before turning east for 1.8 miles to pass 250 feet south of Maha Creek before reaching its crossing with the creek and its eastern terminus. Cost of the preferred alternative is estimated at $312 million. POSITIVE IMPACTS: The new facility would enhance the local, regional, and national transportation system by providing an efficient direct connection between I-35 and SH 130/US 183 while, at the same time, facilitating multimodal and intermodal connectivity as well as management of traffic congestion on I-35, SH 71, and other roadways within the Austin metropolitan area. Safety, mobility, and accessibility in and around the study area. The preferred alternative would result in the fewest environmental impacts and result in the lowest financial outlay of the three route alternatives. NEGATIVE IMPACTS: Rights-of-way developments would displace one residence, two acres of wetlands, and 36 acres of floodplain. A total of 32 parcels of land would be affected. The alignment would traverse 10 surface flows. Traffic-generated noise levels would exceed federal standards in the vicinity of five noise 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). JF - EPA number: 030310, 657 pages and maps, July 3, 2003 PY - 2003 KW - Roads and Railroads KW - Agency number: FHWA-TX-EIS-03-04-D KW - Floodplains KW - Highways KW - Highway Structures KW - Historic Sites Surveys KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Streams KW - Transportation KW - Wetlands KW - Texas KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16357297?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-07-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+HIGHWAY+45+SOUTHEAST+FROM+IH+35+TO+SH+130%2FUS+183%2C+TRAVIS+COUNTY%2C+TEXAS.&rft.title=STATE+HIGHWAY+45+SOUTHEAST+FROM+IH+35+TO+SH+130%2FUS+183%2C+TRAVIS+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 - Draft. Preparation date: July 3, 2003 N1 - Last updated - 2014-01-30 ER - TY - JOUR T1 - Journal of Geotechnical and Geoenvironmental Engineering AN - 51941701; 2003-065702 JF - Journal of Geotechnical and Geoenvironmental Engineering AU - Gupta, Ramesh C AU - Pestana, Juan M AU - Hunt, Christopher E AU - Bray, Jonathan D Y1 - 2003/07// PY - 2003 DA - July 2003 SP - 669 EP - 671 PB - American Society of Civil Engineers, New York, NY VL - 129 IS - 7 SN - 1090-0241, 1090-0241 KW - United States KW - clay KW - penetrometers KW - lower Eocene KW - penetration tests KW - engineering properties KW - elastic waves KW - Cenozoic KW - California KW - London Clay KW - Beaumont Clay KW - foundations KW - sedimentary rocks KW - San Francisco Bay KW - seismicity KW - pore pressure KW - stiff clays KW - sediments KW - velocity KW - stratigraphic units KW - water content KW - piles KW - horizons KW - compression KW - Ypresian KW - construction materials KW - soil mechanics KW - sand KW - Quaternary KW - Eocene KW - clastic sediments KW - cone penetration tests KW - marl KW - Paleogene KW - deformation KW - calcareous composition KW - Tertiary KW - pressuremeters KW - saturation KW - volume KW - expansive materials KW - Pleistocene KW - testing KW - seismic waves KW - clastic rocks KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51941701?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Journal+of+Geotechnical+and+Geoenvironmental+Engineering&rft.atitle=Journal+of+Geotechnical+and+Geoenvironmental+Engineering&rft.au=Gupta%2C+Ramesh+C%3BPestana%2C+Juan+M%3BHunt%2C+Christopher+E%3BBray%2C+Jonathan+D&rft.aulast=Gupta&rft.aufirst=Ramesh&rft.date=2003-07-01&rft.volume=129&rft.issue=7&rft.spage=669&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%282002%29128%3A1%281%29 L2 - http://scitation.aip.org/gto LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2003-01-01 N1 - Number of references - 14 N1 - PubXState - NY N1 - Document feature - illus. N1 - SuppNotes - For reference to original see Pestana, J. M. et al., J. Geotech. Geoenviron. Eng., Vol. 128, p. 1-12, 2002 N1 - Last updated - 2012-06-07 N1 - CODEN - JGENDZ N1 - SubjectsTermNotLitGenreText - Beaumont Clay; calcareous composition; California; Cenozoic; clastic rocks; clastic sediments; clay; compression; cone penetration tests; construction materials; deformation; elastic waves; engineering properties; Eocene; expansive materials; foundations; horizons; London Clay; lower Eocene; marl; Paleogene; penetration tests; penetrometers; piles; Pleistocene; pore pressure; pressuremeters; Quaternary; San Francisco Bay; sand; saturation; sedimentary rocks; sediments; seismic waves; seismicity; soil mechanics; stiff clays; stratigraphic units; Tertiary; testing; United States; velocity; volume; water content; Ypresian DO - http://dx.doi.org/10.1061/(ASCE)1090.0241(2002)128:1(1) ER - TY - RPRT T1 - US ROUTE 29 BYPASS, CITY OF CHARLOTTESVILLE AND ALBEMARLE COUNTY, VIRGINIA (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF FEBRUARY 1993). [Part 1 of 1] T2 - US ROUTE 29 BYPASS, CITY OF CHARLOTTESVILLE AND ALBEMARLE COUNTY, VIRGINIA (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF FEBRUARY 1993). AN - 36348679; 10182-030307_0001 AB - PURPOSE: Construction of a highway facility in the US 29 corridor in the city of Charlottesville and Albemarle County, Virginia, is proposed. This section of US 29 is a four-lane, divided highway with at-grade, signalized intersections. It begins at the US 250 bypass in Charlottesville and ends at the South Fork Rivanna River in Albemarle County, a distance of approximately 6.24 miles. This final supplement to the final EIS of February 1993 discusses the impacts of the project on the South Fork Rivanna River Reservoir and watershed in Albemarle County and on archaeological resources at the northern terminus of the study corridor. In addition to the selected alternative (Alternative 10), numerous other action alternatives and a No-Build Alternative are considered in this supplement. The selected alternative would extend west of existing US 29, providing a new four-lane divided, limited-access bypass. Included in the project would be a connector road extending in to the North Grounds of the University of Virginia; the connector would be located on the south side of the Route 250 bypass. Access to the new facility would be controlled via interchanges at both ends, with no intermediate access points to crossroads or adjacent properties. The typical cross-section would involve 12-foot-wide lanes with shoulders and a variable-width graded median. POSITIVE IMPACTS: Existing and future traffic congestion problems would be solved within the corridor, and the Charlottesville-area element of ongoing improvements to US 29 throughout central Virginia would be completed. US 29, which is the most heavily traveled highway in the Charlottesville area, and the north-south, interregional access through central Virginia, would be improved significantly, as would the main connecting route between the developments north of Charlottesville and Charlottesville itself. Recent extensive business and residential growth along US 29 would be supported. NEGATIVE IMPACTS: Approximately 3.4 miles of the bypass would lie within the reservoir watershed, resulting in increased levels of urban runoff in the reservoir. The project would traverse 15 streams and 558 feet of the South From Rivanna River floodplain downstream of the reservoir and displace 2.8 acres of wetlands within the reservoir watershed. Two archaeological sites eligible for inclusion in the National Register of Historic Places would be displaced, but all objects of value would be recovered. The project would result in development of 330 acres of rights-of-way, 219 acres of which lie within the reservoir watershed. Approximately 33 acres of land within the watershed would be paved. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Land and Water Conservation Fund Act of 1965, as amended (P.L. 88-578), and National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 90-0192D, Volume 14, Number 3 and 93-0037F, Volume 17, Number 1. For the abstract of the draft supplemental EIS, see 93-0037F, Volume 17, Number 1. JF - EPA number: 030307, 342 pages, July 1, 2003 PY - 2003 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-VA-EIS-90-02-FS KW - Archaeological Sites KW - Floodplains KW - Forests KW - Highway Structures KW - Highways KW - Historic Sites KW - Impact Assessment Methodology KW - Noise Standards Violations KW - Reservoirs KW - Section 4(f) Statements KW - Water Quality Assessments KW - Watersheds KW - Wetlands KW - Virginia 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 KW - National Historic Preservation Act of 1966, Archaeological Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36348679?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-07-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+ROUTE+29+BYPASS%2C+CITY+OF+CHARLOTTESVILLE+AND+ALBEMARLE+COUNTY%2C+VIRGINIA+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+FEBRUARY+1993%29.&rft.title=US+ROUTE+29+BYPASS%2C+CITY+OF+CHARLOTTESVILLE+AND+ALBEMARLE+COUNTY%2C+VIRGINIA+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+FEBRUARY+1993%29.&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 - Final. Preparation date: July 1, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PENNSYLVANIA TURNPIKE/INTERSTATE 95 INTERCHANGE PROJECT, BUCKS COUNTY, PENNSYLVANIA AND BURLINGTON COUNTY, NEW JERSEY. [Part 1 of 1] T2 - PENNSYLVANIA TURNPIKE/INTERSTATE 95 INTERCHANGE PROJECT, BUCKS COUNTY, PENNSYLVANIA AND BURLINGTON COUNTY, NEW JERSEY. AN - 36348634; 10183-030308_0001 AB - PURPOSE: The construction of a connection between the Pennsylvania Turnpike (Interstate 286 (I-296)) and I-95 in Bucks County, Pennsylvania and Burlington County, New Jersey is proposed. The study corridor limits along I-276 extend approximately 9.2 miles from just west of Interchange 20 in the Bensalem Township in Pennsylvania, across the Delaware River Turnpike Bridge into the Burlington and Florence Townships of New Jersey. The study limits along I-95 extend 3.2 miles from just south of Trenton Road in Middletown, Pennsylvania to the east bank of Neshaminy Creek in Bristol. Currently, no adequate linkage is available and system continuity is poor; this affects system continuity throughout the Mid-Atlantic region. Facilities between the two interstates also lack adequate capacity, as do the interstates themselves. The project would involve construction of a high-speed, fully directional interchange connecting the interstate. The project would also involve relocation of a Pennsylvania Turnpike toll plaza (Interchange 30), widening of I-276 from four to six lanes between Interchange 20 and the Delaware River, and construction of an additional parallel bridge across the Delaware River. I-95 would be widened to accommodate ramps and merge lanes resulting from construction of the interchange. In addition to a No-Build Alternative, two alternatives each for the toll plaza element, interchange element, and Delaware River Bridge were carried forward for consideration in this final EIS. The preferred alternative would involve placement of interchange ramps to make direct connections between I-95 and I-276, including ramps that "fly over" both interstates, construction of the new parallel Delaware River Bridge to the south of the existing bridge. and provision of a standard side-by-side plaza configuration that incorporates the E-ZPass electronic system for regular turnpike users. Cost of the preferred alternative is estimated at $640 million. POSITIVE IMPACTS: The project would provide a safe, efficient, high-capacity linkage between the two interstates, improving north-south and east-west movements on the interstates. NEGATIVE IMPACTS: Rights-of-way developments would displace 11 residences, 10 businesses, two institutional facilities, and an electrical transmission substation. In addition, the project would affect 3.3 acres of wetlands, 5.53 acres of floodplain, 26.82 acres of forested land, 5.88 acres of rangeland, 4,241 feet of perennial stream, and 4,923 feet of intermittent stream. Less than one-tenth of one acre would be taken from Black Ditch Park, and portions of the Pennsylvania Railroad, which is eligible for inclusion in the National Register of Historic Places, would also be taken. The project could affect one federally protected species and 10 state-protected species. Three potentially significant archaeological sites would be disturbed. Construction activities would encounter 27 sites potentially containing contaminated waste. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 01-0318D, Volume 25, Number 3. JF - EPA number: 030308, 361 pages (oversized, July 1, 2003 PY - 2003 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-PA-EIS-01-02-F KW - Bridges KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Parks KW - Ranges KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Streams KW - Wetlands KW - New Jersey KW - Pennsylvania KW - Department of Transportation Act of 1966, Parks KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Archaeologic Sites KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36348634?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-07-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PENNSYLVANIA+TURNPIKE%2FINTERSTATE+95+INTERCHANGE+PROJECT%2C+BUCKS+COUNTY%2C+PENNSYLVANIA+AND+BURLINGTON+COUNTY%2C+NEW+JERSEY.&rft.title=PENNSYLVANIA+TURNPIKE%2FINTERSTATE+95+INTERCHANGE+PROJECT%2C+BUCKS+COUNTY%2C+PENNSYLVANIA+AND+BURLINGTON+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, Harrisburg, Pennsylvania; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: July 1, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US ROUTE 29 BYPASS, CITY OF CHARLOTTESVILLE AND ALBEMARLE COUNTY, VIRGINIA (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF FEBRUARY 1993). AN - 16360844; 10182 AB - PURPOSE: Construction of a highway facility in the US 29 corridor in the city of Charlottesville and Albemarle County, Virginia, is proposed. This section of US 29 is a four-lane, divided highway with at-grade, signalized intersections. It begins at the US 250 bypass in Charlottesville and ends at the South Fork Rivanna River in Albemarle County, a distance of approximately 6.24 miles. This final supplement to the final EIS of February 1993 discusses the impacts of the project on the South Fork Rivanna River Reservoir and watershed in Albemarle County and on archaeological resources at the northern terminus of the study corridor. In addition to the selected alternative (Alternative 10), numerous other action alternatives and a No-Build Alternative are considered in this supplement. The selected alternative would extend west of existing US 29, providing a new four-lane divided, limited-access bypass. Included in the project would be a connector road extending in to the North Grounds of the University of Virginia; the connector would be located on the south side of the Route 250 bypass. Access to the new facility would be controlled via interchanges at both ends, with no intermediate access points to crossroads or adjacent properties. The typical cross-section would involve 12-foot-wide lanes with shoulders and a variable-width graded median. POSITIVE IMPACTS: Existing and future traffic congestion problems would be solved within the corridor, and the Charlottesville-area element of ongoing improvements to US 29 throughout central Virginia would be completed. US 29, which is the most heavily traveled highway in the Charlottesville area, and the north-south, interregional access through central Virginia, would be improved significantly, as would the main connecting route between the developments north of Charlottesville and Charlottesville itself. Recent extensive business and residential growth along US 29 would be supported. NEGATIVE IMPACTS: Approximately 3.4 miles of the bypass would lie within the reservoir watershed, resulting in increased levels of urban runoff in the reservoir. The project would traverse 15 streams and 558 feet of the South From Rivanna River floodplain downstream of the reservoir and displace 2.8 acres of wetlands within the reservoir watershed. Two archaeological sites eligible for inclusion in the National Register of Historic Places would be displaced, but all objects of value would be recovered. The project would result in development of 330 acres of rights-of-way, 219 acres of which lie within the reservoir watershed. Approximately 33 acres of land within the watershed would be paved. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Land and Water Conservation Fund Act of 1965, as amended (P.L. 88-578), and National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 90-0192D, Volume 14, Number 3 and 93-0037F, Volume 17, Number 1. For the abstract of the draft supplemental EIS, see 93-0037F, Volume 17, Number 1. JF - EPA number: 030307, 342 pages, July 1, 2003 PY - 2003 KW - Roads and Railroads KW - Agency number: FHWA-VA-EIS-90-02-FS KW - Archaeological Sites KW - Floodplains KW - Forests KW - Highway Structures KW - Highways KW - Historic Sites KW - Impact Assessment Methodology KW - Noise Standards Violations KW - Reservoirs KW - Section 4(f) Statements KW - Water Quality Assessments KW - Watersheds KW - Wetlands KW - Virginia 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 KW - National Historic Preservation Act of 1966, Archaeological Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16360844?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-07-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+ROUTE+29+BYPASS%2C+CITY+OF+CHARLOTTESVILLE+AND+ALBEMARLE+COUNTY%2C+VIRGINIA+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+FEBRUARY+1993%29.&rft.title=US+ROUTE+29+BYPASS%2C+CITY+OF+CHARLOTTESVILLE+AND+ALBEMARLE+COUNTY%2C+VIRGINIA+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+FEBRUARY+1993%29.&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 - Final. Preparation date: July 1, 2003 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - PENNSYLVANIA TURNPIKE/INTERSTATE 95 INTERCHANGE PROJECT, BUCKS COUNTY, PENNSYLVANIA AND BURLINGTON COUNTY, NEW JERSEY. AN - 15229185; 10183 AB - PURPOSE: The construction of a connection between the Pennsylvania Turnpike (Interstate 286 (I-296)) and I-95 in Bucks County, Pennsylvania and Burlington County, New Jersey is proposed. The study corridor limits along I-276 extend approximately 9.2 miles from just west of Interchange 20 in the Bensalem Township in Pennsylvania, across the Delaware River Turnpike Bridge into the Burlington and Florence Townships of New Jersey. The study limits along I-95 extend 3.2 miles from just south of Trenton Road in Middletown, Pennsylvania to the east bank of Neshaminy Creek in Bristol. Currently, no adequate linkage is available and system continuity is poor; this affects system continuity throughout the Mid-Atlantic region. Facilities between the two interstates also lack adequate capacity, as do the interstates themselves. The project would involve construction of a high-speed, fully directional interchange connecting the interstate. The project would also involve relocation of a Pennsylvania Turnpike toll plaza (Interchange 30), widening of I-276 from four to six lanes between Interchange 20 and the Delaware River, and construction of an additional parallel bridge across the Delaware River. I-95 would be widened to accommodate ramps and merge lanes resulting from construction of the interchange. In addition to a No-Build Alternative, two alternatives each for the toll plaza element, interchange element, and Delaware River Bridge were carried forward for consideration in this final EIS. The preferred alternative would involve placement of interchange ramps to make direct connections between I-95 and I-276, including ramps that "fly over" both interstates, construction of the new parallel Delaware River Bridge to the south of the existing bridge. and provision of a standard side-by-side plaza configuration that incorporates the E-ZPass electronic system for regular turnpike users. Cost of the preferred alternative is estimated at $640 million. POSITIVE IMPACTS: The project would provide a safe, efficient, high-capacity linkage between the two interstates, improving north-south and east-west movements on the interstates. NEGATIVE IMPACTS: Rights-of-way developments would displace 11 residences, 10 businesses, two institutional facilities, and an electrical transmission substation. In addition, the project would affect 3.3 acres of wetlands, 5.53 acres of floodplain, 26.82 acres of forested land, 5.88 acres of rangeland, 4,241 feet of perennial stream, and 4,923 feet of intermittent stream. Less than one-tenth of one acre would be taken from Black Ditch Park, and portions of the Pennsylvania Railroad, which is eligible for inclusion in the National Register of Historic Places, would also be taken. The project could affect one federally protected species and 10 state-protected species. Three potentially significant archaeological sites would be disturbed. Construction activities would encounter 27 sites potentially containing contaminated waste. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 01-0318D, Volume 25, Number 3. JF - EPA number: 030308, 361 pages (oversized, July 1, 2003 PY - 2003 KW - Roads and Railroads KW - Agency number: FHWA-PA-EIS-01-02-F KW - Bridges KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Parks KW - Ranges KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Streams KW - Wetlands KW - New Jersey KW - Pennsylvania KW - Department of Transportation Act of 1966, Parks KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Archaeologic Sites KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/15229185?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-07-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PENNSYLVANIA+TURNPIKE%2FINTERSTATE+95+INTERCHANGE+PROJECT%2C+BUCKS+COUNTY%2C+PENNSYLVANIA+AND+BURLINGTON+COUNTY%2C+NEW+JERSEY.&rft.title=PENNSYLVANIA+TURNPIKE%2FINTERSTATE+95+INTERCHANGE+PROJECT%2C+BUCKS+COUNTY%2C+PENNSYLVANIA+AND+BURLINGTON+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, Harrisburg, Pennsylvania; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: July 1, 2003 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - ST. AUGUSTINE BRIDGE OF LIONS OVER THE MANTANZAS RIVER, ST. AUGUSTINE, ST. JOHNS COUNTY, FLORIDA (STATE PROJECT NUMBER 78040-1508; FP. ID NUMBER 210255-1; WORK PROGRAM NUMBER 2116970; FEDERAL AID PROJECT NUMBER BRF-4912(014)). AN - 36431272; 10175 AB - PURPOSE: Rehabilitation or replacement of the existing, substandard two-lane Bridge of Lions over the Mantanzas River, St. Augustine, St. Johns County, Florida is proposed. The bridge, which carries State Route A1A over the Mantanzas River provides an important crossing of the river/Intracoastal Waterway, connecting historic St. Augustine and the north part of Anastasia Island. It is a designated emergency evacuation route for Anastasia Island, providing a vital link to safety during emergencies and providing access for fire and rescue units. Moreover, the bridge is considered historically important on a local, state, and national level, being included in the National Register of Historic Places, and is strongly associated with the city of St. Augustine by both residents and tourists. Economically, the bridge provides a critical link between Anastasia Island and this historic downtown area, which comprise the tax bases for the city. The bridge carries 10,000 to 25,000 vehicles per day over the river. The project study area extends from downtown St. Augustine at the intersection of Avenida Menendez with King and Cathedral streets to Anastasia Island at Anastasia Boulevard, a distance of 0.3 miles. No-Build, Replacement, and Rehabilitation alternatives are considered in this final EIS. Under the Rehabililitation Alternative, which is the preferred alternative, the project would involve increasing the roadway and shoulder width on the bridge to 25 feet to include two traffic lanes of 11 feet each, sidewalks, and a crash barrier protecting pedestrians from motorists. The degree of bridge rehabilitation would be extensive, involving replacement of the entire superstructure, bridge deck, bridge spans, and bridge railing. This alternative would incorporate a horizontal alignment shift of Anastasia Boulevard and a slight vertical alignment shift of the bridge deck. The Replacement Alternative would consist of construction of a new concrete, two-lane bridge with a steel bascule span. The new bridge would provide two 12-foot travel lanes, a 10-foot shoulder on either side, and sidewalks with barriers protecting pedestrians from motorists. Two options were developed for each build alternative. Initial construction cost of Alternative 1, Option A, which is the preferred alternative/option, is estimated at $30.34 million. POSITIVE IMPACTS: All alternatives would provide a safer, more reliable structure that adheres to current federal and state safety guidelines. Both replacement options and one rehabilitation option would improve vessel clearance for navigation along the Intracoastal Waterway. Certain bridge approach alterations would improve traffic movement and safety in St. Augustine and on Anastasia Island. NEGATIVE IMPACTS: Replacement or alteration of the bridge would result in demolition or alteration of a historically significant structure. One rehabilitation option would maintain the currently inadequate navigational clearance for vessels using the Intracoastal Waterway. Rehabilitation options would require displacement of four businesses and two residences. One replacement option would result in displacement of a single business. All build alternatives would have temporary impacts to Bridge of Lions Park during construction, and one replacement option would permanently displace portions of the park to accommodate the western bridge approach. Use of a temporary bridge for both rehabilitation options and one replacement option would have adverse impacts on traffic flows on the adjacent street network. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 99-0154D, Volume 23, Number 2. JF - EPA number: 030300, 287 pages and maps, June 25, 2003 PY - 2003 KW - Roads and Railroads KW - Agency number: FHWA-L4F-EIS-98-01-D KW - Biologic Assessments KW - Bridges KW - Cost Assessments KW - Historic Sites KW - Historic Sites Surveys KW - Islands KW - Navigation KW - Parks KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Wildlife Surveys KW - Florida KW - Department of Transportation Act of 1966, Compliance KW - General Bridge Act of 1946, Coast Guard Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36431272?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-06-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ST.+AUGUSTINE+BRIDGE+OF+LIONS+OVER+THE+MANTANZAS+RIVER%2C+ST.+AUGUSTINE%2C+ST.+JOHNS+COUNTY%2C+FLORIDA+%28STATE+PROJECT+NUMBER+78040-1508%3B+FP.+ID+NUMBER+210255-1%3B+WORK+PROGRAM+NUMBER+2116970%3B+FEDERAL+AID+PROJECT+NUMBER+BRF-4912%28014%29%29.&rft.title=ST.+AUGUSTINE+BRIDGE+OF+LIONS+OVER+THE+MANTANZAS+RIVER%2C+ST.+AUGUSTINE%2C+ST.+JOHNS+COUNTY%2C+FLORIDA+%28STATE+PROJECT+NUMBER+78040-1508%3B+FP.+ID+NUMBER+210255-1%3B+WORK+PROGRAM+NUMBER+2116970%3B+FEDERAL+AID+PROJECT+NUMBER+BRF-4912%28014%29%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: June 25, 2003 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - ST. AUGUSTINE BRIDGE OF LIONS OVER THE MANTANZAS RIVER, ST. AUGUSTINE, ST. JOHNS COUNTY, FLORIDA (STATE PROJECT NUMBER 78040-1508; FP. ID NUMBER 210255-1; WORK PROGRAM NUMBER 2116970; FEDERAL AID PROJECT NUMBER BRF-4912(014)). [Part 1 of 2] T2 - ST. AUGUSTINE BRIDGE OF LIONS OVER THE MANTANZAS RIVER, ST. AUGUSTINE, ST. JOHNS COUNTY, FLORIDA (STATE PROJECT NUMBER 78040-1508; FP. ID NUMBER 210255-1; WORK PROGRAM NUMBER 2116970; FEDERAL AID PROJECT NUMBER BRF-4912(014)). AN - 36380159; 10175-030300_0001 AB - PURPOSE: Rehabilitation or replacement of the existing, substandard two-lane Bridge of Lions over the Mantanzas River, St. Augustine, St. Johns County, Florida is proposed. The bridge, which carries State Route A1A over the Mantanzas River provides an important crossing of the river/Intracoastal Waterway, connecting historic St. Augustine and the north part of Anastasia Island. It is a designated emergency evacuation route for Anastasia Island, providing a vital link to safety during emergencies and providing access for fire and rescue units. Moreover, the bridge is considered historically important on a local, state, and national level, being included in the National Register of Historic Places, and is strongly associated with the city of St. Augustine by both residents and tourists. Economically, the bridge provides a critical link between Anastasia Island and this historic downtown area, which comprise the tax bases for the city. The bridge carries 10,000 to 25,000 vehicles per day over the river. The project study area extends from downtown St. Augustine at the intersection of Avenida Menendez with King and Cathedral streets to Anastasia Island at Anastasia Boulevard, a distance of 0.3 miles. No-Build, Replacement, and Rehabilitation alternatives are considered in this final EIS. Under the Rehabililitation Alternative, which is the preferred alternative, the project would involve increasing the roadway and shoulder width on the bridge to 25 feet to include two traffic lanes of 11 feet each, sidewalks, and a crash barrier protecting pedestrians from motorists. The degree of bridge rehabilitation would be extensive, involving replacement of the entire superstructure, bridge deck, bridge spans, and bridge railing. This alternative would incorporate a horizontal alignment shift of Anastasia Boulevard and a slight vertical alignment shift of the bridge deck. The Replacement Alternative would consist of construction of a new concrete, two-lane bridge with a steel bascule span. The new bridge would provide two 12-foot travel lanes, a 10-foot shoulder on either side, and sidewalks with barriers protecting pedestrians from motorists. Two options were developed for each build alternative. Initial construction cost of Alternative 1, Option A, which is the preferred alternative/option, is estimated at $30.34 million. POSITIVE IMPACTS: All alternatives would provide a safer, more reliable structure that adheres to current federal and state safety guidelines. Both replacement options and one rehabilitation option would improve vessel clearance for navigation along the Intracoastal Waterway. Certain bridge approach alterations would improve traffic movement and safety in St. Augustine and on Anastasia Island. NEGATIVE IMPACTS: Replacement or alteration of the bridge would result in demolition or alteration of a historically significant structure. One rehabilitation option would maintain the currently inadequate navigational clearance for vessels using the Intracoastal Waterway. Rehabilitation options would require displacement of four businesses and two residences. One replacement option would result in displacement of a single business. All build alternatives would have temporary impacts to Bridge of Lions Park during construction, and one replacement option would permanently displace portions of the park to accommodate the western bridge approach. Use of a temporary bridge for both rehabilitation options and one replacement option would have adverse impacts on traffic flows on the adjacent street network. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 99-0154D, Volume 23, Number 2. JF - EPA number: 030300, 287 pages and maps, June 25, 2003 PY - 2003 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-L4F-EIS-98-01-D KW - Biologic Assessments KW - Bridges KW - Cost Assessments KW - Historic Sites KW - Historic Sites Surveys KW - Islands KW - Navigation KW - Parks KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Wildlife Surveys KW - Florida KW - Department of Transportation Act of 1966, Compliance KW - General Bridge Act of 1946, Coast Guard Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36380159?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-06-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ST.+AUGUSTINE+BRIDGE+OF+LIONS+OVER+THE+MANTANZAS+RIVER%2C+ST.+AUGUSTINE%2C+ST.+JOHNS+COUNTY%2C+FLORIDA+%28STATE+PROJECT+NUMBER+78040-1508%3B+FP.+ID+NUMBER+210255-1%3B+WORK+PROGRAM+NUMBER+2116970%3B+FEDERAL+AID+PROJECT+NUMBER+BRF-4912%28014%29%29.&rft.title=ST.+AUGUSTINE+BRIDGE+OF+LIONS+OVER+THE+MANTANZAS+RIVER%2C+ST.+AUGUSTINE%2C+ST.+JOHNS+COUNTY%2C+FLORIDA+%28STATE+PROJECT+NUMBER+78040-1508%3B+FP.+ID+NUMBER+210255-1%3B+WORK+PROGRAM+NUMBER+2116970%3B+FEDERAL+AID+PROJECT+NUMBER+BRF-4912%28014%29%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: June 25, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ST. AUGUSTINE BRIDGE OF LIONS OVER THE MANTANZAS RIVER, ST. AUGUSTINE, ST. JOHNS COUNTY, FLORIDA (STATE PROJECT NUMBER 78040-1508; FP. ID NUMBER 210255-1; WORK PROGRAM NUMBER 2116970; FEDERAL AID PROJECT NUMBER BRF-4912(014)). [Part 2 of 2] T2 - ST. AUGUSTINE BRIDGE OF LIONS OVER THE MANTANZAS RIVER, ST. AUGUSTINE, ST. JOHNS COUNTY, FLORIDA (STATE PROJECT NUMBER 78040-1508; FP. ID NUMBER 210255-1; WORK PROGRAM NUMBER 2116970; FEDERAL AID PROJECT NUMBER BRF-4912(014)). AN - 36369825; 10175-030300_0002 AB - PURPOSE: Rehabilitation or replacement of the existing, substandard two-lane Bridge of Lions over the Mantanzas River, St. Augustine, St. Johns County, Florida is proposed. The bridge, which carries State Route A1A over the Mantanzas River provides an important crossing of the river/Intracoastal Waterway, connecting historic St. Augustine and the north part of Anastasia Island. It is a designated emergency evacuation route for Anastasia Island, providing a vital link to safety during emergencies and providing access for fire and rescue units. Moreover, the bridge is considered historically important on a local, state, and national level, being included in the National Register of Historic Places, and is strongly associated with the city of St. Augustine by both residents and tourists. Economically, the bridge provides a critical link between Anastasia Island and this historic downtown area, which comprise the tax bases for the city. The bridge carries 10,000 to 25,000 vehicles per day over the river. The project study area extends from downtown St. Augustine at the intersection of Avenida Menendez with King and Cathedral streets to Anastasia Island at Anastasia Boulevard, a distance of 0.3 miles. No-Build, Replacement, and Rehabilitation alternatives are considered in this final EIS. Under the Rehabililitation Alternative, which is the preferred alternative, the project would involve increasing the roadway and shoulder width on the bridge to 25 feet to include two traffic lanes of 11 feet each, sidewalks, and a crash barrier protecting pedestrians from motorists. The degree of bridge rehabilitation would be extensive, involving replacement of the entire superstructure, bridge deck, bridge spans, and bridge railing. This alternative would incorporate a horizontal alignment shift of Anastasia Boulevard and a slight vertical alignment shift of the bridge deck. The Replacement Alternative would consist of construction of a new concrete, two-lane bridge with a steel bascule span. The new bridge would provide two 12-foot travel lanes, a 10-foot shoulder on either side, and sidewalks with barriers protecting pedestrians from motorists. Two options were developed for each build alternative. Initial construction cost of Alternative 1, Option A, which is the preferred alternative/option, is estimated at $30.34 million. POSITIVE IMPACTS: All alternatives would provide a safer, more reliable structure that adheres to current federal and state safety guidelines. Both replacement options and one rehabilitation option would improve vessel clearance for navigation along the Intracoastal Waterway. Certain bridge approach alterations would improve traffic movement and safety in St. Augustine and on Anastasia Island. NEGATIVE IMPACTS: Replacement or alteration of the bridge would result in demolition or alteration of a historically significant structure. One rehabilitation option would maintain the currently inadequate navigational clearance for vessels using the Intracoastal Waterway. Rehabilitation options would require displacement of four businesses and two residences. One replacement option would result in displacement of a single business. All build alternatives would have temporary impacts to Bridge of Lions Park during construction, and one replacement option would permanently displace portions of the park to accommodate the western bridge approach. Use of a temporary bridge for both rehabilitation options and one replacement option would have adverse impacts on traffic flows on the adjacent street network. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 99-0154D, Volume 23, Number 2. JF - EPA number: 030300, 287 pages and maps, June 25, 2003 PY - 2003 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-L4F-EIS-98-01-D KW - Biologic Assessments KW - Bridges KW - Cost Assessments KW - Historic Sites KW - Historic Sites Surveys KW - Islands KW - Navigation KW - Parks KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Wildlife Surveys KW - Florida KW - Department of Transportation Act of 1966, Compliance KW - General Bridge Act of 1946, Coast Guard Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36369825?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-06-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ST.+AUGUSTINE+BRIDGE+OF+LIONS+OVER+THE+MANTANZAS+RIVER%2C+ST.+AUGUSTINE%2C+ST.+JOHNS+COUNTY%2C+FLORIDA+%28STATE+PROJECT+NUMBER+78040-1508%3B+FP.+ID+NUMBER+210255-1%3B+WORK+PROGRAM+NUMBER+2116970%3B+FEDERAL+AID+PROJECT+NUMBER+BRF-4912%28014%29%29.&rft.title=ST.+AUGUSTINE+BRIDGE+OF+LIONS+OVER+THE+MANTANZAS+RIVER%2C+ST.+AUGUSTINE%2C+ST.+JOHNS+COUNTY%2C+FLORIDA+%28STATE+PROJECT+NUMBER+78040-1508%3B+FP.+ID+NUMBER+210255-1%3B+WORK+PROGRAM+NUMBER+2116970%3B+FEDERAL+AID+PROJECT+NUMBER+BRF-4912%28014%29%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: June 25, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CITY OF LEBANON BRIDGE OVER NORFOLK SOUTHERN PROJECT, SR 0000 SECTION BR, LEBANON COUNTY, PENNSYLVANIA. AN - 36429327; 10156 AB - PURPOSE: The construction of a bridge over the existing Norfolk Southern railroad tracks in the city of Lebanon, Lebanon County, Pennsylvania is proposed. The double-track mainline currently runs on am east-west direction through the city, there by separating the northern and southern sections of the city. Currently all crossings are at-grade, creating a conflict between the trains and cars, pedestrians, and bicyclists. In addition to hazards to drivers and others crossing the rail line at-grade, the lack of a grade-separated crossing often prevents rapid response by emergency vehicles, as emergency response teams are not informed of the imminent approach of a train. A no-Build Alternative and two build alternatives are considered in this draft EIS. The preferred alternative would provide for a grade-separated crossing for Pennsylvania Route (PA) 72 on Ninth and Tenth streets, which form a one-way PA 72 pair through the city. The bridge structure would extend between 12th Street and Lincoln Avenue, a distance of approximately one mile. The bridges would carry four travel lanes, two in a southbound direction on Tenth Street and two in a northbound direction on Ninth Street. The length of construction on each street would extend approximately 1,200 feet. Either action alternative would also include improvements to local streets, including Scull Street and Gannon Street. The at-grade railroad crossings at the intersections of Ninth, Tenth, and Partridge streets would be removed. POSITIVE IMPACTS: The new bridge would dramatically improve traffic safety and emergency response in the area. Travel times across the city could decline significantly, and noise emissions related to signaling trains would be eliminated in the area of the crossing and at other current at-grade crossings that would be closed. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 20 single-family residences, 105 apartments, and five businesses. Fifty displacements would indirectly affect the North Lebanon Historic District. One historic site would be directly affected. Construction workers would encounter nine hazardous waste sites. The closure of at-grade crossings would limit access in three areas and affect five businesses. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 030280, Draft EIS--309 pages, Appendices--341 pages, June 12, 2003 PY - 2003 KW - Roads and Railroads KW - Agency number: FHWA-PA-EIS-03-01-D KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Transportation KW - Pennsylvania 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/36429327?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-06-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CITY+OF+LEBANON+BRIDGE+OVER+NORFOLK+SOUTHERN+PROJECT%2C+SR+0000+SECTION+BR%2C+LEBANON+COUNTY%2C+PENNSYLVANIA.&rft.title=CITY+OF+LEBANON+BRIDGE+OVER+NORFOLK+SOUTHERN+PROJECT%2C+SR+0000+SECTION+BR%2C+LEBANON+COUNTY%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Harrisburg, Pennsylvania; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: June 12, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CITY OF LEBANON BRIDGE OVER NORFOLK SOUTHERN PROJECT, SR 0000 SECTION BR, LEBANON COUNTY, PENNSYLVANIA. [Part 3 of 3] T2 - CITY OF LEBANON BRIDGE OVER NORFOLK SOUTHERN PROJECT, SR 0000 SECTION BR, LEBANON COUNTY, PENNSYLVANIA. AN - 36380839; 10156-030280_0003 AB - PURPOSE: The construction of a bridge over the existing Norfolk Southern railroad tracks in the city of Lebanon, Lebanon County, Pennsylvania is proposed. The double-track mainline currently runs on am east-west direction through the city, there by separating the northern and southern sections of the city. Currently all crossings are at-grade, creating a conflict between the trains and cars, pedestrians, and bicyclists. In addition to hazards to drivers and others crossing the rail line at-grade, the lack of a grade-separated crossing often prevents rapid response by emergency vehicles, as emergency response teams are not informed of the imminent approach of a train. A no-Build Alternative and two build alternatives are considered in this draft EIS. The preferred alternative would provide for a grade-separated crossing for Pennsylvania Route (PA) 72 on Ninth and Tenth streets, which form a one-way PA 72 pair through the city. The bridge structure would extend between 12th Street and Lincoln Avenue, a distance of approximately one mile. The bridges would carry four travel lanes, two in a southbound direction on Tenth Street and two in a northbound direction on Ninth Street. The length of construction on each street would extend approximately 1,200 feet. Either action alternative would also include improvements to local streets, including Scull Street and Gannon Street. The at-grade railroad crossings at the intersections of Ninth, Tenth, and Partridge streets would be removed. POSITIVE IMPACTS: The new bridge would dramatically improve traffic safety and emergency response in the area. Travel times across the city could decline significantly, and noise emissions related to signaling trains would be eliminated in the area of the crossing and at other current at-grade crossings that would be closed. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 20 single-family residences, 105 apartments, and five businesses. Fifty displacements would indirectly affect the North Lebanon Historic District. One historic site would be directly affected. Construction workers would encounter nine hazardous waste sites. The closure of at-grade crossings would limit access in three areas and affect five businesses. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 030280, Draft EIS--309 pages, Appendices--341 pages, June 12, 2003 PY - 2003 VL - 3 KW - Roads and Railroads KW - Agency number: FHWA-PA-EIS-03-01-D KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Transportation KW - Pennsylvania 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/36380839?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-06-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CITY+OF+LEBANON+BRIDGE+OVER+NORFOLK+SOUTHERN+PROJECT%2C+SR+0000+SECTION+BR%2C+LEBANON+COUNTY%2C+PENNSYLVANIA.&rft.title=CITY+OF+LEBANON+BRIDGE+OVER+NORFOLK+SOUTHERN+PROJECT%2C+SR+0000+SECTION+BR%2C+LEBANON+COUNTY%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Harrisburg, Pennsylvania; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: June 12, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CITY OF LEBANON BRIDGE OVER NORFOLK SOUTHERN PROJECT, SR 0000 SECTION BR, LEBANON COUNTY, PENNSYLVANIA. [Part 2 of 3] T2 - CITY OF LEBANON BRIDGE OVER NORFOLK SOUTHERN PROJECT, SR 0000 SECTION BR, LEBANON COUNTY, PENNSYLVANIA. AN - 36380772; 10156-030280_0002 AB - PURPOSE: The construction of a bridge over the existing Norfolk Southern railroad tracks in the city of Lebanon, Lebanon County, Pennsylvania is proposed. The double-track mainline currently runs on am east-west direction through the city, there by separating the northern and southern sections of the city. Currently all crossings are at-grade, creating a conflict between the trains and cars, pedestrians, and bicyclists. In addition to hazards to drivers and others crossing the rail line at-grade, the lack of a grade-separated crossing often prevents rapid response by emergency vehicles, as emergency response teams are not informed of the imminent approach of a train. A no-Build Alternative and two build alternatives are considered in this draft EIS. The preferred alternative would provide for a grade-separated crossing for Pennsylvania Route (PA) 72 on Ninth and Tenth streets, which form a one-way PA 72 pair through the city. The bridge structure would extend between 12th Street and Lincoln Avenue, a distance of approximately one mile. The bridges would carry four travel lanes, two in a southbound direction on Tenth Street and two in a northbound direction on Ninth Street. The length of construction on each street would extend approximately 1,200 feet. Either action alternative would also include improvements to local streets, including Scull Street and Gannon Street. The at-grade railroad crossings at the intersections of Ninth, Tenth, and Partridge streets would be removed. POSITIVE IMPACTS: The new bridge would dramatically improve traffic safety and emergency response in the area. Travel times across the city could decline significantly, and noise emissions related to signaling trains would be eliminated in the area of the crossing and at other current at-grade crossings that would be closed. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 20 single-family residences, 105 apartments, and five businesses. Fifty displacements would indirectly affect the North Lebanon Historic District. One historic site would be directly affected. Construction workers would encounter nine hazardous waste sites. The closure of at-grade crossings would limit access in three areas and affect five businesses. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 030280, Draft EIS--309 pages, Appendices--341 pages, June 12, 2003 PY - 2003 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-PA-EIS-03-01-D KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Transportation KW - Pennsylvania 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/36380772?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-06-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CITY+OF+LEBANON+BRIDGE+OVER+NORFOLK+SOUTHERN+PROJECT%2C+SR+0000+SECTION+BR%2C+LEBANON+COUNTY%2C+PENNSYLVANIA.&rft.title=CITY+OF+LEBANON+BRIDGE+OVER+NORFOLK+SOUTHERN+PROJECT%2C+SR+0000+SECTION+BR%2C+LEBANON+COUNTY%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Harrisburg, Pennsylvania; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: June 12, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CITY OF LEBANON BRIDGE OVER NORFOLK SOUTHERN PROJECT, SR 0000 SECTION BR, LEBANON COUNTY, PENNSYLVANIA. [Part 1 of 3] T2 - CITY OF LEBANON BRIDGE OVER NORFOLK SOUTHERN PROJECT, SR 0000 SECTION BR, LEBANON COUNTY, PENNSYLVANIA. AN - 36373518; 10156-030280_0001 AB - PURPOSE: The construction of a bridge over the existing Norfolk Southern railroad tracks in the city of Lebanon, Lebanon County, Pennsylvania is proposed. The double-track mainline currently runs on am east-west direction through the city, there by separating the northern and southern sections of the city. Currently all crossings are at-grade, creating a conflict between the trains and cars, pedestrians, and bicyclists. In addition to hazards to drivers and others crossing the rail line at-grade, the lack of a grade-separated crossing often prevents rapid response by emergency vehicles, as emergency response teams are not informed of the imminent approach of a train. A no-Build Alternative and two build alternatives are considered in this draft EIS. The preferred alternative would provide for a grade-separated crossing for Pennsylvania Route (PA) 72 on Ninth and Tenth streets, which form a one-way PA 72 pair through the city. The bridge structure would extend between 12th Street and Lincoln Avenue, a distance of approximately one mile. The bridges would carry four travel lanes, two in a southbound direction on Tenth Street and two in a northbound direction on Ninth Street. The length of construction on each street would extend approximately 1,200 feet. Either action alternative would also include improvements to local streets, including Scull Street and Gannon Street. The at-grade railroad crossings at the intersections of Ninth, Tenth, and Partridge streets would be removed. POSITIVE IMPACTS: The new bridge would dramatically improve traffic safety and emergency response in the area. Travel times across the city could decline significantly, and noise emissions related to signaling trains would be eliminated in the area of the crossing and at other current at-grade crossings that would be closed. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 20 single-family residences, 105 apartments, and five businesses. Fifty displacements would indirectly affect the North Lebanon Historic District. One historic site would be directly affected. Construction workers would encounter nine hazardous waste sites. The closure of at-grade crossings would limit access in three areas and affect five businesses. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 030280, Draft EIS--309 pages, Appendices--341 pages, June 12, 2003 PY - 2003 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-PA-EIS-03-01-D KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Transportation KW - Pennsylvania 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/36373518?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-06-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CITY+OF+LEBANON+BRIDGE+OVER+NORFOLK+SOUTHERN+PROJECT%2C+SR+0000+SECTION+BR%2C+LEBANON+COUNTY%2C+PENNSYLVANIA.&rft.title=CITY+OF+LEBANON+BRIDGE+OVER+NORFOLK+SOUTHERN+PROJECT%2C+SR+0000+SECTION+BR%2C+LEBANON+COUNTY%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Harrisburg, Pennsylvania; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: June 12, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - RIVERSIDE COUNTY INTEGRATED PROJECT: ROUTE LOCATION AND RIGHT-OF-WAY PRESERVATION FOR A NEW MULTI-MODAL TRANSPORTATION FACILITY IN THE WINCHESTER TO TEMECULA CORRIDOR, RIVERSIDE COUNTY, CALIFORNIA. [Part 1 of 1] T2 - RIVERSIDE COUNTY INTEGRATED PROJECT: ROUTE LOCATION AND RIGHT-OF-WAY PRESERVATION FOR A NEW MULTI-MODAL TRANSPORTATION FACILITY IN THE WINCHESTER TO TEMECULA CORRIDOR, RIVERSIDE COUNTY, CALIFORNIA. AN - 36349873; 10155-030279_0001 AB - PURPOSE: The preservation of rights-of-way for one municipal transportation corridor in Riverside County, California is proposed. The north-south multimodal corridor extends from Winchester to Temecula in the western portion of the county. Rapid land use conversion from vacant and agricultural land to developed subdivisions and commercial properties has outpaced improvements to the transportation infrastructure in this portion of the county. Seven corridor alternatives and a No-Build Alternative were considered in the draft EIS. The preferred alternative (Alternative H) would preserve rights-of-way for further widening of Interstate 15 (I-15) from its junction with I-215 south to State Route (SR) 79 (Pala Road), for further widening of I-215 south from Newport Road to I-15, and for a future French Valley Parkway (formerly Date Street) connection from Winchester Road to I-15, with a provision for a new interchange at I-15. Eventually, the plan would allow for the construction of three mixed flow lanes in each direction, one high-occupancy-vehicle (HOV) lane in each direction, shoulders built to California Department of Transportation standards for freeways, medians of standard widths, an exclusive transitway for either rail or bus use, buffer areas for utilities, and interchanges to provide access to intersecting freeways. All of the build alternatives could provide transit service on the HOV lanes or on a dedicated transitway for bus or rail transit. The actual facility type and configuration would be determined following Tier 2 analysis and additional public involvement. POSITIVE IMPACTS: Developments within the selected rights-of-way corridor would provide transportation support to a rapidly growing area within the county. Travel time and congestion would decrease significantly. NEGATIVE IMPACTS: Preservation of the rights-of-way would require eventual displacement of 701 acres, resulting in the displacement of 10 acres of prime farmland, 294 acres of farmland of statewide importance, 15 acres of oak woodland, 35 parcels of private property, and 202 buildings. Relocation of 27,218 feet of electric transmission lines could require relocation. A planned recreation area at Diamond Valley Lake could be affected somewhat. Approximately 17.5 percent of existing and 24 percent of future noise sensitive areas within the corridor would be exposed to traffic-generated noise in excess of federal standards. Runoff from the facilities could result in significant erosion and, possibly, landslides, and the corridor lies in an area at considerable risk for earthquakes. The facilities would traverse 52 streams, including 20 streams under US Geological Survey administration as "blue line" streams. Over seven rivrine waters under US jurisdiction would be affected, along with 128 acres of floodplain and two vernal pools. Habitat for eight federally protected wetland species and three protected upland species, including plant, terrestrial wildlife, and fish species, could be affected. The project could disturb three historic sites and seven prehistoric sites, including two prehistoric sites potentially eligible for inclusion in the National Register of Historic Places, as well as one multi-component site. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0438D, Volume 26, Number 4. JF - EPA number: 030279, Final EIS--844 pages and maps, Volume 1B--381 pages and maps, Volume 2--422 pages, Volume 3A--757 pages, Volume 3B--822 pages, Volume 3C--811 pages, June 12, 2003 PY - 2003 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-02-05-F KW - Archaeological Sites KW - Biologic Assessments KW - Cultural Resources KW - Earthquakes KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Erosion KW - Farmlands KW - Forests KW - Floodplains KW - Highways KW - Highway Structures KW - Historic Sites KW - Hydrology KW - Noise Standards Violations KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Streams KW - Transmission Lines KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - California KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36349873?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-06-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=RIVERSIDE+COUNTY+INTEGRATED+PROJECT%3A+ROUTE+LOCATION+AND+RIGHT-OF-WAY+PRESERVATION+FOR+A+NEW+MULTI-MODAL+TRANSPORTATION+FACILITY+IN+THE+WINCHESTER+TO+TEMECULA+CORRIDOR%2C+RIVERSIDE+COUNTY%2C+CALIFORNIA.&rft.title=RIVERSIDE+COUNTY+INTEGRATED+PROJECT%3A+ROUTE+LOCATION+AND+RIGHT-OF-WAY+PRESERVATION+FOR+A+NEW+MULTI-MODAL+TRANSPORTATION+FACILITY+IN+THE+WINCHESTER+TO+TEMECULA+CORRIDOR%2C+RIVERSIDE+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sacramento, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: June 12, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US 31 IMPROVEMENT PROJECT, INTERSTATE 465 TO STATE ROAD 38, HAMILTON COUNTY, INDIANA. [Part 1 of 1] T2 - US 31 IMPROVEMENT PROJECT, INTERSTATE 465 TO STATE ROAD 38, HAMILTON COUNTY, INDIANA. AN - 36349938; 10151-030275_0001 AB - PURPOSE: The improvement of a 12.5-mile segment of US 31 between the North Leg of Interstate 465 (I-465) and State Road (SR) 38 in Hamilton County, Indiana is proposed. The segment under consideration traverses the city of Carmel, Clay Township, the town of Westfield, and Washington Township. I-465 was designated as the southern project terminus because it represented an additional significant east-west arterial that intersects with US 31 north of Westfield. Transportation improvements are needed to increase traffic capacity and address safety deficiencies. US 31 has been designated at "Statewide Mobility Corridor" as well as an important "Commerce Corridor". A No Action Alternative and two freeway alternatives are considered in detail in this draft EIS. Each alternative provides for six variations. Under the preferred alternative variations (Alternative F1 though F6), the existing four-lane roadway would be reconstructed as a six-lane freeway, with a 55-foot median and 10 new interchanges to provide access control. All crossroads that were not accessed via interchange would cross the facility via overpasses or be closed; 18 roads would be closed. Depending on the variation selected, estimated rights-of-way and construction costs for the preferred alternative range from $116 million to $118 million and from $426 million to $434 million, respectively. POSITIVE IMPACTS: In addition to increasing capacity and improving safety within the affected corridor, the preferred alternative would be one of the four alternatives that would forward the requirements of statewide planning direction. Moreover, Alternative F would require the less right-of-way than the other action alternative. NEGATIVE IMPACTS: Rights-of-way requirements would displace 288.7 to 307.6 acres of land, including 102 acres of farmland, 32.4 to 39 acres of forest, 10.3 acres of floodplain, 0.92 to 3.32 acres of wetlands, 84 to 86 acres of commercial land, 8.9 to 10.8 acres of shrub/brush rangeland, 18 acres of industrial land, 21.7 acres of institutional land, 2.6 to 2.7 acre of herbaceous rangeland, and 8.9 to 10.8 acres of shrub/brush rangeland. Relocated structures would include two churches, 48 to 50 single-family residences, one or two multi-unit residences, 25 or 26 retail outlets, 12 office structures, and five industrial structures. An acre of land would be removed from one school property. The project would traverse 11 streams, affecting 3,165 to 3,258 linear feet of channel. Seven or eight archaeological sites and 42 to 44 acres within which there is a high probably of archaeological sites would be affected, and two structures listed or eligible for listing in the National Register of Historic Places would also be affected. Construction workers would encounter 12 hazardous materials sites. A total of 76 noise sensitive sites would be exposed to traffic-generated noise in excess of federal standards. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 030275, 488 pages and maps, June 10, 2003 PY - 2003 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-IN-EIS-03-01-D KW - Archaeological Sites KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Ranges KW - Relocations-Property Acquisitions KW - Safety KW - Schools KW - Streams KW - Transportation KW - Vegetation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36349938?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-06-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+31+IMPROVEMENT+PROJECT%2C+INTERSTATE+465+TO+STATE+ROAD+38%2C+HAMILTON+COUNTY%2C+INDIANA.&rft.title=US+31+IMPROVEMENT+PROJECT%2C+INTERSTATE+465+TO+STATE+ROAD+38%2C+HAMILTON+COUNTY%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: June 10, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US 31 IMPROVEMENT PROJECT, INTERSTATE 465 TO STATE ROAD 38, HAMILTON COUNTY, INDIANA. AN - 16359367; 10151 AB - PURPOSE: The improvement of a 12.5-mile segment of US 31 between the North Leg of Interstate 465 (I-465) and State Road (SR) 38 in Hamilton County, Indiana is proposed. The segment under consideration traverses the city of Carmel, Clay Township, the town of Westfield, and Washington Township. I-465 was designated as the southern project terminus because it represented an additional significant east-west arterial that intersects with US 31 north of Westfield. Transportation improvements are needed to increase traffic capacity and address safety deficiencies. US 31 has been designated at "Statewide Mobility Corridor" as well as an important "Commerce Corridor". A No Action Alternative and two freeway alternatives are considered in detail in this draft EIS. Each alternative provides for six variations. Under the preferred alternative variations (Alternative F1 though F6), the existing four-lane roadway would be reconstructed as a six-lane freeway, with a 55-foot median and 10 new interchanges to provide access control. All crossroads that were not accessed via interchange would cross the facility via overpasses or be closed; 18 roads would be closed. Depending on the variation selected, estimated rights-of-way and construction costs for the preferred alternative range from $116 million to $118 million and from $426 million to $434 million, respectively. POSITIVE IMPACTS: In addition to increasing capacity and improving safety within the affected corridor, the preferred alternative would be one of the four alternatives that would forward the requirements of statewide planning direction. Moreover, Alternative F would require the less right-of-way than the other action alternative. NEGATIVE IMPACTS: Rights-of-way requirements would displace 288.7 to 307.6 acres of land, including 102 acres of farmland, 32.4 to 39 acres of forest, 10.3 acres of floodplain, 0.92 to 3.32 acres of wetlands, 84 to 86 acres of commercial land, 8.9 to 10.8 acres of shrub/brush rangeland, 18 acres of industrial land, 21.7 acres of institutional land, 2.6 to 2.7 acre of herbaceous rangeland, and 8.9 to 10.8 acres of shrub/brush rangeland. Relocated structures would include two churches, 48 to 50 single-family residences, one or two multi-unit residences, 25 or 26 retail outlets, 12 office structures, and five industrial structures. An acre of land would be removed from one school property. The project would traverse 11 streams, affecting 3,165 to 3,258 linear feet of channel. Seven or eight archaeological sites and 42 to 44 acres within which there is a high probably of archaeological sites would be affected, and two structures listed or eligible for listing in the National Register of Historic Places would also be affected. Construction workers would encounter 12 hazardous materials sites. A total of 76 noise sensitive sites would be exposed to traffic-generated noise in excess of federal standards. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 030275, 488 pages and maps, June 10, 2003 PY - 2003 KW - Roads and Railroads KW - Agency number: FHWA-IN-EIS-03-01-D KW - Archaeological Sites KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Ranges KW - Relocations-Property Acquisitions KW - Safety KW - Schools KW - Streams KW - Transportation KW - Vegetation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16359367?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-06-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+31+IMPROVEMENT+PROJECT%2C+INTERSTATE+465+TO+STATE+ROAD+38%2C+HAMILTON+COUNTY%2C+INDIANA.&rft.title=US+31+IMPROVEMENT+PROJECT%2C+INTERSTATE+465+TO+STATE+ROAD+38%2C+HAMILTON+COUNTY%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: June 10, 2003 N1 - Last updated - 2014-01-30 ER - TY - CPAPER T1 - Practical guidelines for roadside revegetation AN - 39663434; 3770293 AU - Harper-Lore, B L Y1 - 2003/06/06/ PY - 2003 DA - 2003 Jun 06 KW - CPI, Conference Papers Index KW - U 4300:Environmental Science UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/39663434?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=&rft.atitle=Practical+guidelines+for+roadside+revegetation&rft.au=Harper-Lore%2C+B+L&rft.aulast=Harper-Lore&rft.aufirst=B&rft.date=2003-06-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - SuppNotes - Availability: Society for Range Management, 445 Union Blvd., Suite 230, Lakewood, CO 80228, USA; phone: 303-986-3309; fax: 303-986-3892; email: srmden@rangelands.org; URL: www.rangelands.org N1 - Last updated - 2010-05-03 ER - TY - RPRT T1 - BUTLER SR 63 EXTENSION TO US 127 (TRENTON AREA ACCESS), BUTLER COUNTY, OHIO (PID NO. 20499). AN - 36429735; 10136 AB - PURPOSE: The construction of a 10.2-mile two- and four-lane, limited access, divided extension of State Route (SR) 63 between a point in the city of Monroe just south of Middletown and a point north of the village of Seven Mile in Butler County, Ohio is proposed. The facility would extend westward on a new alignment from just east of the SR 4/SR 63 interchange in the city of Monroe to a tie-in with US 127 north of the village of Seven Mile. The existing rural network within the corridor is currently characterized by heavy congestion and a high accident rate. The highway would provide a four-lane section from the eastern project terminus at SR 63 to Wane Madison Road and a two-lane section from Wayne Madison Road to the western terminus at US 127. Design features for the four-lane section would provide for 12-foot travel lanes, 10-foot paved outside shoulders and four-foot inside shoulders, and a 32-foot grass center median. Design features for the two-lane section would provide for 12-foot travel lanes and 10-foot paved outside shoulders. Access to the new facility would be provided by new interchanges with existing SR 63 at the eastern terminus and with SR 4 and at-grade intersections at Woodsdale Road, Wayne Road, Wayne Madison Road, Jacksonburg Road, and US 127. Crossing structures (mainline or crossroad overpasses) would be provided at SR 503, Taylor School Road, Cotton RUn Road, Cotton Run Creek, Riverside Drive/Hamilton-Trenton Road, and the CSX Railroad line. Existing roads to be cul-de-saced would include Wehr Road, Busenbark Road, Kennel Road, Wayne Trace Road, and existing SR 127 at the western project terminus. In addition to the preferred alternative, a feasible action alternative is considered in this draft EIS. POSITIVE IMPACTS: The project would increase capacity and connectivity within the corridor and along crossing roads, enhance safety and efficiency of traffic movements, contribute to social and economic development, and forward local, regional, and state planning goals. NEGATIVE IMPACTS: Rights-of-way requirements, amounting to 429 acres within 61 parcels, would result in the displacement of nine single-family residences, 72.7 acres of farmland, and 1.47 acre of wetlands. A total of 13 parcels would be landlocked by the project. The new facility would traverse seven streams, affecting 1,200 feet of channels and banks. The corridor would traverse a groundwater aquifer and result in minor encroachment on the floodplain of the Great Miami River as well as on habitat for habitat for federally protected species. The project would disturb four archaeological sites. Traffic-generated noise levels would increase at four locations, though noise levels would not exceed federal standards in the vicinity of these sites. LEGAL MANDATES: National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 030260, 827 pages and maps, June 3, 2003 PY - 2003 KW - Roads and Railroads KW - Agency number: FHWA-OH-EIS-03-01-D KW - Archaeological Sites KW - Endangered Species (Animals) KW - Farmlands KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Streams KW - Transportation KW - Wetlands KW - Ohio KW - National Historic Preservation Act of 1966, Archaeological Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36429735?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-06-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BUTLER+SR+63+EXTENSION+TO+US+127+%28TRENTON+AREA+ACCESS%29%2C+BUTLER+COUNTY%2C+OHIO+%28PID+NO.+20499%29.&rft.title=BUTLER+SR+63+EXTENSION+TO+US+127+%28TRENTON+AREA+ACCESS%29%2C+BUTLER+COUNTY%2C+OHIO+%28PID+NO.+20499%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Columbus, Ohio; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: June 3, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PENS NECK AREA, ROUTE 1, SECTION 2S AND 3J, WEST WINDSOR TOWNSHIP, MERCER COUNTY, NEW JERSEY AND PLAINSBORO TOWNSHIP, MIDDLESEX COUNTY, NEW JERSEY. AN - 36426333; 10135 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 draft 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 cration of a comprehensive jitney/shuttle system, and alternatives that would involve various road-based capacity improvements. The road-based alternative, which receives the most attention, would involve improvements to US 1 at grade and/or within a depressed section though the Penns Neck area. The fully at-grade facility would provide three travel lanes in each direction as well as safety shoulders. Under some alternatives, US 1 would follow its existing alignment, while other alternatives would shift the alignment slightly to the west. If selected, the depressed section would extend from Washington Road and follow an alignment slightly to the west of the current roadway; Washington Road (County Road 571) would remain at its existing grade and remain open to east-west traffic. The depressed facility would consist of three travel lanes in each direction, auxiliary lanes, as needed, and safety shoulders. Under either design alternative, the bridge over the Millstone River would be replaced and frontage roads would be provided on either side of the main facility between Harrison Street and Washington Road. Other possible options would include construction of a connector road east of US 1 between Washington Road in Princeton Junction and a new grade-separated interchange on US 1 between Harrison Street and Fisher Place; construction of a connector road west of Route 1 between a new grade-separated interchange on US 1 at Harrison Street and/or Washington Road, construction of a connector road between Washington Road and Alexander Road on an alignment that would connect with Canal Pointe Boulevard; and extension of Vaughn Drive north from its current terminus in the Princeton Junction train station parking lot to Washington Road. Depending on the alternative and options selected, estimated costs of implementation of the road-based design range from $12.0 million to $97.5 million. 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 road-based alternatives would result in the displacement of up to three residences as well as several businesses, 0.06 to 0.29 acres of wetlands and 0.63 to 4.1 acres of floodplain, and certain alternatives would fragment a wetland tract. 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. Parkland and other recreational facilities would experience higher traffic-generated noise levels, the highway facilities would mar visual aesthetics at some such locations. Construction workers would encounter one to six sites containing hazardous materials LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). _ _ JF - EPA number: 030259, Draft EIS--791 pages and maps, Archaeological Survey (Volume 1)--69 pages and maps, Archaeological Survey (Volume 2)--321 pages nd maps, Socioeconomics and Land Use--127 pages and maps, Traffic and Circulation Studies Reoprt--281 pages and maps, Contaminated Materials Technical Study--37 pages and maps, Air Quality Technical Environmental Study--47 pages and maps, Noise Technical Environmental Study--187 pages and maps, Natural Ecosystems Technical Environmental Study--201 pages and maps, Cultural Resources Effects Document--281 pages and maps, Historic Architectural Survey (Volume 1)--399 pages, Historic Architectural Survey (Volume 2)--544 pages and maps, June 3, 2003 PY - 2003 KW - Roads and Railroads KW - Agency number: FHWA-NJ-EIS-03-01-D 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 - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Historic Sites Surveys KW - Noise KW - Parks KW - Recreation Facilities KW - Relocations-Property Acquisitions 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, Archaeologic Sites KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36426333?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-06-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PENS+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=PENS+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 - Draft. Preparation date: June 3, 2003 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - PENS NECK AREA, ROUTE 1, SECTION 2S AND 3J, WEST WINDSOR TOWNSHIP, MERCER COUNTY, NEW JERSEY AND PLAINSBORO TOWNSHIP, MIDDLESEX COUNTY, NEW JERSEY. [Part 15 of 16] T2 - PENS NECK AREA, ROUTE 1, SECTION 2S AND 3J, WEST WINDSOR TOWNSHIP, MERCER COUNTY, NEW JERSEY AND PLAINSBORO TOWNSHIP, MIDDLESEX COUNTY, NEW JERSEY. AN - 36385338; 10135-030259_0015 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 draft 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 cration of a comprehensive jitney/shuttle system, and alternatives that would involve various road-based capacity improvements. The road-based alternative, which receives the most attention, would involve improvements to US 1 at grade and/or within a depressed section though the Penns Neck area. The fully at-grade facility would provide three travel lanes in each direction as well as safety shoulders. Under some alternatives, US 1 would follow its existing alignment, while other alternatives would shift the alignment slightly to the west. If selected, the depressed section would extend from Washington Road and follow an alignment slightly to the west of the current roadway; Washington Road (County Road 571) would remain at its existing grade and remain open to east-west traffic. The depressed facility would consist of three travel lanes in each direction, auxiliary lanes, as needed, and safety shoulders. Under either design alternative, the bridge over the Millstone River would be replaced and frontage roads would be provided on either side of the main facility between Harrison Street and Washington Road. Other possible options would include construction of a connector road east of US 1 between Washington Road in Princeton Junction and a new grade-separated interchange on US 1 between Harrison Street and Fisher Place; construction of a connector road west of Route 1 between a new grade-separated interchange on US 1 at Harrison Street and/or Washington Road, construction of a connector road between Washington Road and Alexander Road on an alignment that would connect with Canal Pointe Boulevard; and extension of Vaughn Drive north from its current terminus in the Princeton Junction train station parking lot to Washington Road. Depending on the alternative and options selected, estimated costs of implementation of the road-based design range from $12.0 million to $97.5 million. 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 road-based alternatives would result in the displacement of up to three residences as well as several businesses, 0.06 to 0.29 acres of wetlands and 0.63 to 4.1 acres of floodplain, and certain alternatives would fragment a wetland tract. 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. Parkland and other recreational facilities would experience higher traffic-generated noise levels, the highway facilities would mar visual aesthetics at some such locations. Construction workers would encounter one to six sites containing hazardous materials LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). _ _ JF - EPA number: 030259, Draft EIS--791 pages and maps, Archaeological Survey (Volume 1)--69 pages and maps, Archaeological Survey (Volume 2)--321 pages nd maps, Socioeconomics and Land Use--127 pages and maps, Traffic and Circulation Studies Reoprt--281 pages and maps, Contaminated Materials Technical Study--37 pages and maps, Air Quality Technical Environmental Study--47 pages and maps, Noise Technical Environmental Study--187 pages and maps, Natural Ecosystems Technical Environmental Study--201 pages and maps, Cultural Resources Effects Document--281 pages and maps, Historic Architectural Survey (Volume 1)--399 pages, Historic Architectural Survey (Volume 2)--544 pages and maps, June 3, 2003 PY - 2003 VL - 15 KW - Roads and Railroads KW - Agency number: FHWA-NJ-EIS-03-01-D 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 - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Historic Sites Surveys KW - Noise KW - Parks KW - Recreation Facilities KW - Relocations-Property Acquisitions 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, Archaeologic Sites KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36385338?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-06-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PENS+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=PENS+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 - Draft. Preparation date: June 3, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PENS 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 16] T2 - PENS NECK AREA, ROUTE 1, SECTION 2S AND 3J, WEST WINDSOR TOWNSHIP, MERCER COUNTY, NEW JERSEY AND PLAINSBORO TOWNSHIP, MIDDLESEX COUNTY, NEW JERSEY. AN - 36382883; 10135-030259_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 draft 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 cration of a comprehensive jitney/shuttle system, and alternatives that would involve various road-based capacity improvements. The road-based alternative, which receives the most attention, would involve improvements to US 1 at grade and/or within a depressed section though the Penns Neck area. The fully at-grade facility would provide three travel lanes in each direction as well as safety shoulders. Under some alternatives, US 1 would follow its existing alignment, while other alternatives would shift the alignment slightly to the west. If selected, the depressed section would extend from Washington Road and follow an alignment slightly to the west of the current roadway; Washington Road (County Road 571) would remain at its existing grade and remain open to east-west traffic. The depressed facility would consist of three travel lanes in each direction, auxiliary lanes, as needed, and safety shoulders. Under either design alternative, the bridge over the Millstone River would be replaced and frontage roads would be provided on either side of the main facility between Harrison Street and Washington Road. Other possible options would include construction of a connector road east of US 1 between Washington Road in Princeton Junction and a new grade-separated interchange on US 1 between Harrison Street and Fisher Place; construction of a connector road west of Route 1 between a new grade-separated interchange on US 1 at Harrison Street and/or Washington Road, construction of a connector road between Washington Road and Alexander Road on an alignment that would connect with Canal Pointe Boulevard; and extension of Vaughn Drive north from its current terminus in the Princeton Junction train station parking lot to Washington Road. Depending on the alternative and options selected, estimated costs of implementation of the road-based design range from $12.0 million to $97.5 million. 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 road-based alternatives would result in the displacement of up to three residences as well as several businesses, 0.06 to 0.29 acres of wetlands and 0.63 to 4.1 acres of floodplain, and certain alternatives would fragment a wetland tract. 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. Parkland and other recreational facilities would experience higher traffic-generated noise levels, the highway facilities would mar visual aesthetics at some such locations. Construction workers would encounter one to six sites containing hazardous materials LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). _ _ JF - EPA number: 030259, Draft EIS--791 pages and maps, Archaeological Survey (Volume 1)--69 pages and maps, Archaeological Survey (Volume 2)--321 pages nd maps, Socioeconomics and Land Use--127 pages and maps, Traffic and Circulation Studies Reoprt--281 pages and maps, Contaminated Materials Technical Study--37 pages and maps, Air Quality Technical Environmental Study--47 pages and maps, Noise Technical Environmental Study--187 pages and maps, Natural Ecosystems Technical Environmental Study--201 pages and maps, Cultural Resources Effects Document--281 pages and maps, Historic Architectural Survey (Volume 1)--399 pages, Historic Architectural Survey (Volume 2)--544 pages and maps, June 3, 2003 PY - 2003 VL - 5 KW - Roads and Railroads KW - Agency number: FHWA-NJ-EIS-03-01-D 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 - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Historic Sites Surveys KW - Noise KW - Parks KW - Recreation Facilities KW - Relocations-Property Acquisitions 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, Archaeologic Sites KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36382883?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-06-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PENS+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=PENS+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 - Draft. Preparation date: June 3, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PENS 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 16] T2 - PENS NECK AREA, ROUTE 1, SECTION 2S AND 3J, WEST WINDSOR TOWNSHIP, MERCER COUNTY, NEW JERSEY AND PLAINSBORO TOWNSHIP, MIDDLESEX COUNTY, NEW JERSEY. AN - 36382259; 10135-030259_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 draft 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 cration of a comprehensive jitney/shuttle system, and alternatives that would involve various road-based capacity improvements. The road-based alternative, which receives the most attention, would involve improvements to US 1 at grade and/or within a depressed section though the Penns Neck area. The fully at-grade facility would provide three travel lanes in each direction as well as safety shoulders. Under some alternatives, US 1 would follow its existing alignment, while other alternatives would shift the alignment slightly to the west. If selected, the depressed section would extend from Washington Road and follow an alignment slightly to the west of the current roadway; Washington Road (County Road 571) would remain at its existing grade and remain open to east-west traffic. The depressed facility would consist of three travel lanes in each direction, auxiliary lanes, as needed, and safety shoulders. Under either design alternative, the bridge over the Millstone River would be replaced and frontage roads would be provided on either side of the main facility between Harrison Street and Washington Road. Other possible options would include construction of a connector road east of US 1 between Washington Road in Princeton Junction and a new grade-separated interchange on US 1 between Harrison Street and Fisher Place; construction of a connector road west of Route 1 between a new grade-separated interchange on US 1 at Harrison Street and/or Washington Road, construction of a connector road between Washington Road and Alexander Road on an alignment that would connect with Canal Pointe Boulevard; and extension of Vaughn Drive north from its current terminus in the Princeton Junction train station parking lot to Washington Road. Depending on the alternative and options selected, estimated costs of implementation of the road-based design range from $12.0 million to $97.5 million. 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 road-based alternatives would result in the displacement of up to three residences as well as several businesses, 0.06 to 0.29 acres of wetlands and 0.63 to 4.1 acres of floodplain, and certain alternatives would fragment a wetland tract. 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. Parkland and other recreational facilities would experience higher traffic-generated noise levels, the highway facilities would mar visual aesthetics at some such locations. Construction workers would encounter one to six sites containing hazardous materials LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). _ _ JF - EPA number: 030259, Draft EIS--791 pages and maps, Archaeological Survey (Volume 1)--69 pages and maps, Archaeological Survey (Volume 2)--321 pages nd maps, Socioeconomics and Land Use--127 pages and maps, Traffic and Circulation Studies Reoprt--281 pages and maps, Contaminated Materials Technical Study--37 pages and maps, Air Quality Technical Environmental Study--47 pages and maps, Noise Technical Environmental Study--187 pages and maps, Natural Ecosystems Technical Environmental Study--201 pages and maps, Cultural Resources Effects Document--281 pages and maps, Historic Architectural Survey (Volume 1)--399 pages, Historic Architectural Survey (Volume 2)--544 pages and maps, June 3, 2003 PY - 2003 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-NJ-EIS-03-01-D 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 - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Historic Sites Surveys KW - Noise KW - Parks KW - Recreation Facilities KW - Relocations-Property Acquisitions 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, Archaeologic Sites KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36382259?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-06-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PENS+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=PENS+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 - Draft. Preparation date: June 3, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PENS NECK AREA, ROUTE 1, SECTION 2S AND 3J, WEST WINDSOR TOWNSHIP, MERCER COUNTY, NEW JERSEY AND PLAINSBORO TOWNSHIP, MIDDLESEX COUNTY, NEW JERSEY. [Part 1 of 16] T2 - PENS NECK AREA, ROUTE 1, SECTION 2S AND 3J, WEST WINDSOR TOWNSHIP, MERCER COUNTY, NEW JERSEY AND PLAINSBORO TOWNSHIP, MIDDLESEX COUNTY, NEW JERSEY. AN - 36382168; 10135-030259_0001 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 draft 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 cration of a comprehensive jitney/shuttle system, and alternatives that would involve various road-based capacity improvements. The road-based alternative, which receives the most attention, would involve improvements to US 1 at grade and/or within a depressed section though the Penns Neck area. The fully at-grade facility would provide three travel lanes in each direction as well as safety shoulders. Under some alternatives, US 1 would follow its existing alignment, while other alternatives would shift the alignment slightly to the west. If selected, the depressed section would extend from Washington Road and follow an alignment slightly to the west of the current roadway; Washington Road (County Road 571) would remain at its existing grade and remain open to east-west traffic. The depressed facility would consist of three travel lanes in each direction, auxiliary lanes, as needed, and safety shoulders. Under either design alternative, the bridge over the Millstone River would be replaced and frontage roads would be provided on either side of the main facility between Harrison Street and Washington Road. Other possible options would include construction of a connector road east of US 1 between Washington Road in Princeton Junction and a new grade-separated interchange on US 1 between Harrison Street and Fisher Place; construction of a connector road west of Route 1 between a new grade-separated interchange on US 1 at Harrison Street and/or Washington Road, construction of a connector road between Washington Road and Alexander Road on an alignment that would connect with Canal Pointe Boulevard; and extension of Vaughn Drive north from its current terminus in the Princeton Junction train station parking lot to Washington Road. Depending on the alternative and options selected, estimated costs of implementation of the road-based design range from $12.0 million to $97.5 million. 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 road-based alternatives would result in the displacement of up to three residences as well as several businesses, 0.06 to 0.29 acres of wetlands and 0.63 to 4.1 acres of floodplain, and certain alternatives would fragment a wetland tract. 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. Parkland and other recreational facilities would experience higher traffic-generated noise levels, the highway facilities would mar visual aesthetics at some such locations. Construction workers would encounter one to six sites containing hazardous materials LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). _ _ JF - EPA number: 030259, Draft EIS--791 pages and maps, Archaeological Survey (Volume 1)--69 pages and maps, Archaeological Survey (Volume 2)--321 pages nd maps, Socioeconomics and Land Use--127 pages and maps, Traffic and Circulation Studies Reoprt--281 pages and maps, Contaminated Materials Technical Study--37 pages and maps, Air Quality Technical Environmental Study--47 pages and maps, Noise Technical Environmental Study--187 pages and maps, Natural Ecosystems Technical Environmental Study--201 pages and maps, Cultural Resources Effects Document--281 pages and maps, Historic Architectural Survey (Volume 1)--399 pages, Historic Architectural Survey (Volume 2)--544 pages and maps, June 3, 2003 PY - 2003 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-NJ-EIS-03-01-D 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 - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Historic Sites Surveys KW - Noise KW - Parks KW - Recreation Facilities KW - Relocations-Property Acquisitions 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, Archaeologic Sites KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36382168?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-06-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PENS+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=PENS+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 - Draft. Preparation date: June 3, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PENS NECK AREA, ROUTE 1, SECTION 2S AND 3J, WEST WINDSOR TOWNSHIP, MERCER COUNTY, NEW JERSEY AND PLAINSBORO TOWNSHIP, MIDDLESEX COUNTY, NEW JERSEY. [Part 9 of 16] T2 - PENS NECK AREA, ROUTE 1, SECTION 2S AND 3J, WEST WINDSOR TOWNSHIP, MERCER COUNTY, NEW JERSEY AND PLAINSBORO TOWNSHIP, MIDDLESEX COUNTY, NEW JERSEY. AN - 36382076; 10135-030259_0009 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 draft 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 cration of a comprehensive jitney/shuttle system, and alternatives that would involve various road-based capacity improvements. The road-based alternative, which receives the most attention, would involve improvements to US 1 at grade and/or within a depressed section though the Penns Neck area. The fully at-grade facility would provide three travel lanes in each direction as well as safety shoulders. Under some alternatives, US 1 would follow its existing alignment, while other alternatives would shift the alignment slightly to the west. If selected, the depressed section would extend from Washington Road and follow an alignment slightly to the west of the current roadway; Washington Road (County Road 571) would remain at its existing grade and remain open to east-west traffic. The depressed facility would consist of three travel lanes in each direction, auxiliary lanes, as needed, and safety shoulders. Under either design alternative, the bridge over the Millstone River would be replaced and frontage roads would be provided on either side of the main facility between Harrison Street and Washington Road. Other possible options would include construction of a connector road east of US 1 between Washington Road in Princeton Junction and a new grade-separated interchange on US 1 between Harrison Street and Fisher Place; construction of a connector road west of Route 1 between a new grade-separated interchange on US 1 at Harrison Street and/or Washington Road, construction of a connector road between Washington Road and Alexander Road on an alignment that would connect with Canal Pointe Boulevard; and extension of Vaughn Drive north from its current terminus in the Princeton Junction train station parking lot to Washington Road. Depending on the alternative and options selected, estimated costs of implementation of the road-based design range from $12.0 million to $97.5 million. 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 road-based alternatives would result in the displacement of up to three residences as well as several businesses, 0.06 to 0.29 acres of wetlands and 0.63 to 4.1 acres of floodplain, and certain alternatives would fragment a wetland tract. 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. Parkland and other recreational facilities would experience higher traffic-generated noise levels, the highway facilities would mar visual aesthetics at some such locations. Construction workers would encounter one to six sites containing hazardous materials LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). _ _ JF - EPA number: 030259, Draft EIS--791 pages and maps, Archaeological Survey (Volume 1)--69 pages and maps, Archaeological Survey (Volume 2)--321 pages nd maps, Socioeconomics and Land Use--127 pages and maps, Traffic and Circulation Studies Reoprt--281 pages and maps, Contaminated Materials Technical Study--37 pages and maps, Air Quality Technical Environmental Study--47 pages and maps, Noise Technical Environmental Study--187 pages and maps, Natural Ecosystems Technical Environmental Study--201 pages and maps, Cultural Resources Effects Document--281 pages and maps, Historic Architectural Survey (Volume 1)--399 pages, Historic Architectural Survey (Volume 2)--544 pages and maps, June 3, 2003 PY - 2003 VL - 9 KW - Roads and Railroads KW - Agency number: FHWA-NJ-EIS-03-01-D 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 - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Historic Sites Surveys KW - Noise KW - Parks KW - Recreation Facilities KW - Relocations-Property Acquisitions 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, Archaeologic Sites KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36382076?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-06-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PENS+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=PENS+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 - Draft. Preparation date: June 3, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PENS NECK AREA, ROUTE 1, SECTION 2S AND 3J, WEST WINDSOR TOWNSHIP, MERCER COUNTY, NEW JERSEY AND PLAINSBORO TOWNSHIP, MIDDLESEX COUNTY, NEW JERSEY. [Part 7 of 16] T2 - PENS NECK AREA, ROUTE 1, SECTION 2S AND 3J, WEST WINDSOR TOWNSHIP, MERCER COUNTY, NEW JERSEY AND PLAINSBORO TOWNSHIP, MIDDLESEX COUNTY, NEW JERSEY. AN - 36380931; 10135-030259_0007 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 draft 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 cration of a comprehensive jitney/shuttle system, and alternatives that would involve various road-based capacity improvements. The road-based alternative, which receives the most attention, would involve improvements to US 1 at grade and/or within a depressed section though the Penns Neck area. The fully at-grade facility would provide three travel lanes in each direction as well as safety shoulders. Under some alternatives, US 1 would follow its existing alignment, while other alternatives would shift the alignment slightly to the west. If selected, the depressed section would extend from Washington Road and follow an alignment slightly to the west of the current roadway; Washington Road (County Road 571) would remain at its existing grade and remain open to east-west traffic. The depressed facility would consist of three travel lanes in each direction, auxiliary lanes, as needed, and safety shoulders. Under either design alternative, the bridge over the Millstone River would be replaced and frontage roads would be provided on either side of the main facility between Harrison Street and Washington Road. Other possible options would include construction of a connector road east of US 1 between Washington Road in Princeton Junction and a new grade-separated interchange on US 1 between Harrison Street and Fisher Place; construction of a connector road west of Route 1 between a new grade-separated interchange on US 1 at Harrison Street and/or Washington Road, construction of a connector road between Washington Road and Alexander Road on an alignment that would connect with Canal Pointe Boulevard; and extension of Vaughn Drive north from its current terminus in the Princeton Junction train station parking lot to Washington Road. Depending on the alternative and options selected, estimated costs of implementation of the road-based design range from $12.0 million to $97.5 million. 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 road-based alternatives would result in the displacement of up to three residences as well as several businesses, 0.06 to 0.29 acres of wetlands and 0.63 to 4.1 acres of floodplain, and certain alternatives would fragment a wetland tract. 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. Parkland and other recreational facilities would experience higher traffic-generated noise levels, the highway facilities would mar visual aesthetics at some such locations. Construction workers would encounter one to six sites containing hazardous materials LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). _ _ JF - EPA number: 030259, Draft EIS--791 pages and maps, Archaeological Survey (Volume 1)--69 pages and maps, Archaeological Survey (Volume 2)--321 pages nd maps, Socioeconomics and Land Use--127 pages and maps, Traffic and Circulation Studies Reoprt--281 pages and maps, Contaminated Materials Technical Study--37 pages and maps, Air Quality Technical Environmental Study--47 pages and maps, Noise Technical Environmental Study--187 pages and maps, Natural Ecosystems Technical Environmental Study--201 pages and maps, Cultural Resources Effects Document--281 pages and maps, Historic Architectural Survey (Volume 1)--399 pages, Historic Architectural Survey (Volume 2)--544 pages and maps, June 3, 2003 PY - 2003 VL - 7 KW - Roads and Railroads KW - Agency number: FHWA-NJ-EIS-03-01-D 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 - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Historic Sites Surveys KW - Noise KW - Parks KW - Recreation Facilities KW - Relocations-Property Acquisitions 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, Archaeologic Sites KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36380931?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-06-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PENS+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=PENS+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 - Draft. Preparation date: June 3, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PENS 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 16] T2 - PENS NECK AREA, ROUTE 1, SECTION 2S AND 3J, WEST WINDSOR TOWNSHIP, MERCER COUNTY, NEW JERSEY AND PLAINSBORO TOWNSHIP, MIDDLESEX COUNTY, NEW JERSEY. AN - 36380831; 10135-030259_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 draft 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 cration of a comprehensive jitney/shuttle system, and alternatives that would involve various road-based capacity improvements. The road-based alternative, which receives the most attention, would involve improvements to US 1 at grade and/or within a depressed section though the Penns Neck area. The fully at-grade facility would provide three travel lanes in each direction as well as safety shoulders. Under some alternatives, US 1 would follow its existing alignment, while other alternatives would shift the alignment slightly to the west. If selected, the depressed section would extend from Washington Road and follow an alignment slightly to the west of the current roadway; Washington Road (County Road 571) would remain at its existing grade and remain open to east-west traffic. The depressed facility would consist of three travel lanes in each direction, auxiliary lanes, as needed, and safety shoulders. Under either design alternative, the bridge over the Millstone River would be replaced and frontage roads would be provided on either side of the main facility between Harrison Street and Washington Road. Other possible options would include construction of a connector road east of US 1 between Washington Road in Princeton Junction and a new grade-separated interchange on US 1 between Harrison Street and Fisher Place; construction of a connector road west of Route 1 between a new grade-separated interchange on US 1 at Harrison Street and/or Washington Road, construction of a connector road between Washington Road and Alexander Road on an alignment that would connect with Canal Pointe Boulevard; and extension of Vaughn Drive north from its current terminus in the Princeton Junction train station parking lot to Washington Road. Depending on the alternative and options selected, estimated costs of implementation of the road-based design range from $12.0 million to $97.5 million. 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 road-based alternatives would result in the displacement of up to three residences as well as several businesses, 0.06 to 0.29 acres of wetlands and 0.63 to 4.1 acres of floodplain, and certain alternatives would fragment a wetland tract. 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. Parkland and other recreational facilities would experience higher traffic-generated noise levels, the highway facilities would mar visual aesthetics at some such locations. Construction workers would encounter one to six sites containing hazardous materials LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). _ _ JF - EPA number: 030259, Draft EIS--791 pages and maps, Archaeological Survey (Volume 1)--69 pages and maps, Archaeological Survey (Volume 2)--321 pages nd maps, Socioeconomics and Land Use--127 pages and maps, Traffic and Circulation Studies Reoprt--281 pages and maps, Contaminated Materials Technical Study--37 pages and maps, Air Quality Technical Environmental Study--47 pages and maps, Noise Technical Environmental Study--187 pages and maps, Natural Ecosystems Technical Environmental Study--201 pages and maps, Cultural Resources Effects Document--281 pages and maps, Historic Architectural Survey (Volume 1)--399 pages, Historic Architectural Survey (Volume 2)--544 pages and maps, June 3, 2003 PY - 2003 VL - 3 KW - Roads and Railroads KW - Agency number: FHWA-NJ-EIS-03-01-D 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 - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Historic Sites Surveys KW - Noise KW - Parks KW - Recreation Facilities KW - Relocations-Property Acquisitions 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, Archaeologic Sites KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36380831?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-06-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PENS+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=PENS+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 - Draft. Preparation date: June 3, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PENS NECK AREA, ROUTE 1, SECTION 2S AND 3J, WEST WINDSOR TOWNSHIP, MERCER COUNTY, NEW JERSEY AND PLAINSBORO TOWNSHIP, MIDDLESEX COUNTY, NEW JERSEY. [Part 16 of 16] T2 - PENS NECK AREA, ROUTE 1, SECTION 2S AND 3J, WEST WINDSOR TOWNSHIP, MERCER COUNTY, NEW JERSEY AND PLAINSBORO TOWNSHIP, MIDDLESEX COUNTY, NEW JERSEY. AN - 36374123; 10135-030259_0016 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 draft 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 cration of a comprehensive jitney/shuttle system, and alternatives that would involve various road-based capacity improvements. The road-based alternative, which receives the most attention, would involve improvements to US 1 at grade and/or within a depressed section though the Penns Neck area. The fully at-grade facility would provide three travel lanes in each direction as well as safety shoulders. Under some alternatives, US 1 would follow its existing alignment, while other alternatives would shift the alignment slightly to the west. If selected, the depressed section would extend from Washington Road and follow an alignment slightly to the west of the current roadway; Washington Road (County Road 571) would remain at its existing grade and remain open to east-west traffic. The depressed facility would consist of three travel lanes in each direction, auxiliary lanes, as needed, and safety shoulders. Under either design alternative, the bridge over the Millstone River would be replaced and frontage roads would be provided on either side of the main facility between Harrison Street and Washington Road. Other possible options would include construction of a connector road east of US 1 between Washington Road in Princeton Junction and a new grade-separated interchange on US 1 between Harrison Street and Fisher Place; construction of a connector road west of Route 1 between a new grade-separated interchange on US 1 at Harrison Street and/or Washington Road, construction of a connector road between Washington Road and Alexander Road on an alignment that would connect with Canal Pointe Boulevard; and extension of Vaughn Drive north from its current terminus in the Princeton Junction train station parking lot to Washington Road. Depending on the alternative and options selected, estimated costs of implementation of the road-based design range from $12.0 million to $97.5 million. 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 road-based alternatives would result in the displacement of up to three residences as well as several businesses, 0.06 to 0.29 acres of wetlands and 0.63 to 4.1 acres of floodplain, and certain alternatives would fragment a wetland tract. 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. Parkland and other recreational facilities would experience higher traffic-generated noise levels, the highway facilities would mar visual aesthetics at some such locations. Construction workers would encounter one to six sites containing hazardous materials LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). _ _ JF - EPA number: 030259, Draft EIS--791 pages and maps, Archaeological Survey (Volume 1)--69 pages and maps, Archaeological Survey (Volume 2)--321 pages nd maps, Socioeconomics and Land Use--127 pages and maps, Traffic and Circulation Studies Reoprt--281 pages and maps, Contaminated Materials Technical Study--37 pages and maps, Air Quality Technical Environmental Study--47 pages and maps, Noise Technical Environmental Study--187 pages and maps, Natural Ecosystems Technical Environmental Study--201 pages and maps, Cultural Resources Effects Document--281 pages and maps, Historic Architectural Survey (Volume 1)--399 pages, Historic Architectural Survey (Volume 2)--544 pages and maps, June 3, 2003 PY - 2003 VL - 16 KW - Roads and Railroads KW - Agency number: FHWA-NJ-EIS-03-01-D 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 - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Historic Sites Surveys KW - Noise KW - Parks KW - Recreation Facilities KW - Relocations-Property Acquisitions 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, Archaeologic Sites KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36374123?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-06-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PENS+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=PENS+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 - Draft. Preparation date: June 3, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PENS NECK AREA, ROUTE 1, SECTION 2S AND 3J, WEST WINDSOR TOWNSHIP, MERCER COUNTY, NEW JERSEY AND PLAINSBORO TOWNSHIP, MIDDLESEX COUNTY, NEW JERSEY. [Part 14 of 16] T2 - PENS NECK AREA, ROUTE 1, SECTION 2S AND 3J, WEST WINDSOR TOWNSHIP, MERCER COUNTY, NEW JERSEY AND PLAINSBORO TOWNSHIP, MIDDLESEX COUNTY, NEW JERSEY. AN - 36373767; 10135-030259_0014 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 draft 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 cration of a comprehensive jitney/shuttle system, and alternatives that would involve various road-based capacity improvements. The road-based alternative, which receives the most attention, would involve improvements to US 1 at grade and/or within a depressed section though the Penns Neck area. The fully at-grade facility would provide three travel lanes in each direction as well as safety shoulders. Under some alternatives, US 1 would follow its existing alignment, while other alternatives would shift the alignment slightly to the west. If selected, the depressed section would extend from Washington Road and follow an alignment slightly to the west of the current roadway; Washington Road (County Road 571) would remain at its existing grade and remain open to east-west traffic. The depressed facility would consist of three travel lanes in each direction, auxiliary lanes, as needed, and safety shoulders. Under either design alternative, the bridge over the Millstone River would be replaced and frontage roads would be provided on either side of the main facility between Harrison Street and Washington Road. Other possible options would include construction of a connector road east of US 1 between Washington Road in Princeton Junction and a new grade-separated interchange on US 1 between Harrison Street and Fisher Place; construction of a connector road west of Route 1 between a new grade-separated interchange on US 1 at Harrison Street and/or Washington Road, construction of a connector road between Washington Road and Alexander Road on an alignment that would connect with Canal Pointe Boulevard; and extension of Vaughn Drive north from its current terminus in the Princeton Junction train station parking lot to Washington Road. Depending on the alternative and options selected, estimated costs of implementation of the road-based design range from $12.0 million to $97.5 million. 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 road-based alternatives would result in the displacement of up to three residences as well as several businesses, 0.06 to 0.29 acres of wetlands and 0.63 to 4.1 acres of floodplain, and certain alternatives would fragment a wetland tract. 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. Parkland and other recreational facilities would experience higher traffic-generated noise levels, the highway facilities would mar visual aesthetics at some such locations. Construction workers would encounter one to six sites containing hazardous materials LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). _ _ JF - EPA number: 030259, Draft EIS--791 pages and maps, Archaeological Survey (Volume 1)--69 pages and maps, Archaeological Survey (Volume 2)--321 pages nd maps, Socioeconomics and Land Use--127 pages and maps, Traffic and Circulation Studies Reoprt--281 pages and maps, Contaminated Materials Technical Study--37 pages and maps, Air Quality Technical Environmental Study--47 pages and maps, Noise Technical Environmental Study--187 pages and maps, Natural Ecosystems Technical Environmental Study--201 pages and maps, Cultural Resources Effects Document--281 pages and maps, Historic Architectural Survey (Volume 1)--399 pages, Historic Architectural Survey (Volume 2)--544 pages and maps, June 3, 2003 PY - 2003 VL - 14 KW - Roads and Railroads KW - Agency number: FHWA-NJ-EIS-03-01-D 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 - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Historic Sites Surveys KW - Noise KW - Parks KW - Recreation Facilities KW - Relocations-Property Acquisitions 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, Archaeologic Sites KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36373767?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-06-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PENS+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=PENS+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 - Draft. Preparation date: June 3, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PENS NECK AREA, ROUTE 1, SECTION 2S AND 3J, WEST WINDSOR TOWNSHIP, MERCER COUNTY, NEW JERSEY AND PLAINSBORO TOWNSHIP, MIDDLESEX COUNTY, NEW JERSEY. [Part 11 of 16] T2 - PENS NECK AREA, ROUTE 1, SECTION 2S AND 3J, WEST WINDSOR TOWNSHIP, MERCER COUNTY, NEW JERSEY AND PLAINSBORO TOWNSHIP, MIDDLESEX COUNTY, NEW JERSEY. AN - 36373672; 10135-030259_0011 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 draft 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 cration of a comprehensive jitney/shuttle system, and alternatives that would involve various road-based capacity improvements. The road-based alternative, which receives the most attention, would involve improvements to US 1 at grade and/or within a depressed section though the Penns Neck area. The fully at-grade facility would provide three travel lanes in each direction as well as safety shoulders. Under some alternatives, US 1 would follow its existing alignment, while other alternatives would shift the alignment slightly to the west. If selected, the depressed section would extend from Washington Road and follow an alignment slightly to the west of the current roadway; Washington Road (County Road 571) would remain at its existing grade and remain open to east-west traffic. The depressed facility would consist of three travel lanes in each direction, auxiliary lanes, as needed, and safety shoulders. Under either design alternative, the bridge over the Millstone River would be replaced and frontage roads would be provided on either side of the main facility between Harrison Street and Washington Road. Other possible options would include construction of a connector road east of US 1 between Washington Road in Princeton Junction and a new grade-separated interchange on US 1 between Harrison Street and Fisher Place; construction of a connector road west of Route 1 between a new grade-separated interchange on US 1 at Harrison Street and/or Washington Road, construction of a connector road between Washington Road and Alexander Road on an alignment that would connect with Canal Pointe Boulevard; and extension of Vaughn Drive north from its current terminus in the Princeton Junction train station parking lot to Washington Road. Depending on the alternative and options selected, estimated costs of implementation of the road-based design range from $12.0 million to $97.5 million. 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 road-based alternatives would result in the displacement of up to three residences as well as several businesses, 0.06 to 0.29 acres of wetlands and 0.63 to 4.1 acres of floodplain, and certain alternatives would fragment a wetland tract. 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. Parkland and other recreational facilities would experience higher traffic-generated noise levels, the highway facilities would mar visual aesthetics at some such locations. Construction workers would encounter one to six sites containing hazardous materials LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). _ _ JF - EPA number: 030259, Draft EIS--791 pages and maps, Archaeological Survey (Volume 1)--69 pages and maps, Archaeological Survey (Volume 2)--321 pages nd maps, Socioeconomics and Land Use--127 pages and maps, Traffic and Circulation Studies Reoprt--281 pages and maps, Contaminated Materials Technical Study--37 pages and maps, Air Quality Technical Environmental Study--47 pages and maps, Noise Technical Environmental Study--187 pages and maps, Natural Ecosystems Technical Environmental Study--201 pages and maps, Cultural Resources Effects Document--281 pages and maps, Historic Architectural Survey (Volume 1)--399 pages, Historic Architectural Survey (Volume 2)--544 pages and maps, June 3, 2003 PY - 2003 VL - 11 KW - Roads and Railroads KW - Agency number: FHWA-NJ-EIS-03-01-D 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 - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Historic Sites Surveys KW - Noise KW - Parks KW - Recreation Facilities KW - Relocations-Property Acquisitions 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, Archaeologic Sites KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36373672?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-06-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PENS+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=PENS+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 - Draft. Preparation date: June 3, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PENS 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 16] T2 - PENS NECK AREA, ROUTE 1, SECTION 2S AND 3J, WEST WINDSOR TOWNSHIP, MERCER COUNTY, NEW JERSEY AND PLAINSBORO TOWNSHIP, MIDDLESEX COUNTY, NEW JERSEY. AN - 36371666; 10135-030259_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 draft 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 cration of a comprehensive jitney/shuttle system, and alternatives that would involve various road-based capacity improvements. The road-based alternative, which receives the most attention, would involve improvements to US 1 at grade and/or within a depressed section though the Penns Neck area. The fully at-grade facility would provide three travel lanes in each direction as well as safety shoulders. Under some alternatives, US 1 would follow its existing alignment, while other alternatives would shift the alignment slightly to the west. If selected, the depressed section would extend from Washington Road and follow an alignment slightly to the west of the current roadway; Washington Road (County Road 571) would remain at its existing grade and remain open to east-west traffic. The depressed facility would consist of three travel lanes in each direction, auxiliary lanes, as needed, and safety shoulders. Under either design alternative, the bridge over the Millstone River would be replaced and frontage roads would be provided on either side of the main facility between Harrison Street and Washington Road. Other possible options would include construction of a connector road east of US 1 between Washington Road in Princeton Junction and a new grade-separated interchange on US 1 between Harrison Street and Fisher Place; construction of a connector road west of Route 1 between a new grade-separated interchange on US 1 at Harrison Street and/or Washington Road, construction of a connector road between Washington Road and Alexander Road on an alignment that would connect with Canal Pointe Boulevard; and extension of Vaughn Drive north from its current terminus in the Princeton Junction train station parking lot to Washington Road. Depending on the alternative and options selected, estimated costs of implementation of the road-based design range from $12.0 million to $97.5 million. 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 road-based alternatives would result in the displacement of up to three residences as well as several businesses, 0.06 to 0.29 acres of wetlands and 0.63 to 4.1 acres of floodplain, and certain alternatives would fragment a wetland tract. 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. Parkland and other recreational facilities would experience higher traffic-generated noise levels, the highway facilities would mar visual aesthetics at some such locations. Construction workers would encounter one to six sites containing hazardous materials LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). _ _ JF - EPA number: 030259, Draft EIS--791 pages and maps, Archaeological Survey (Volume 1)--69 pages and maps, Archaeological Survey (Volume 2)--321 pages nd maps, Socioeconomics and Land Use--127 pages and maps, Traffic and Circulation Studies Reoprt--281 pages and maps, Contaminated Materials Technical Study--37 pages and maps, Air Quality Technical Environmental Study--47 pages and maps, Noise Technical Environmental Study--187 pages and maps, Natural Ecosystems Technical Environmental Study--201 pages and maps, Cultural Resources Effects Document--281 pages and maps, Historic Architectural Survey (Volume 1)--399 pages, Historic Architectural Survey (Volume 2)--544 pages and maps, June 3, 2003 PY - 2003 VL - 4 KW - Roads and Railroads KW - Agency number: FHWA-NJ-EIS-03-01-D 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 - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Historic Sites Surveys KW - Noise KW - Parks KW - Recreation Facilities KW - Relocations-Property Acquisitions 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, Archaeologic Sites KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36371666?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-06-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PENS+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=PENS+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 - Draft. Preparation date: June 3, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PENS NECK AREA, ROUTE 1, SECTION 2S AND 3J, WEST WINDSOR TOWNSHIP, MERCER COUNTY, NEW JERSEY AND PLAINSBORO TOWNSHIP, MIDDLESEX COUNTY, NEW JERSEY. [Part 6 of 16] T2 - PENS NECK AREA, ROUTE 1, SECTION 2S AND 3J, WEST WINDSOR TOWNSHIP, MERCER COUNTY, NEW JERSEY AND PLAINSBORO TOWNSHIP, MIDDLESEX COUNTY, NEW JERSEY. AN - 36370437; 10135-030259_0006 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 draft 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 cration of a comprehensive jitney/shuttle system, and alternatives that would involve various road-based capacity improvements. The road-based alternative, which receives the most attention, would involve improvements to US 1 at grade and/or within a depressed section though the Penns Neck area. The fully at-grade facility would provide three travel lanes in each direction as well as safety shoulders. Under some alternatives, US 1 would follow its existing alignment, while other alternatives would shift the alignment slightly to the west. If selected, the depressed section would extend from Washington Road and follow an alignment slightly to the west of the current roadway; Washington Road (County Road 571) would remain at its existing grade and remain open to east-west traffic. The depressed facility would consist of three travel lanes in each direction, auxiliary lanes, as needed, and safety shoulders. Under either design alternative, the bridge over the Millstone River would be replaced and frontage roads would be provided on either side of the main facility between Harrison Street and Washington Road. Other possible options would include construction of a connector road east of US 1 between Washington Road in Princeton Junction and a new grade-separated interchange on US 1 between Harrison Street and Fisher Place; construction of a connector road west of Route 1 between a new grade-separated interchange on US 1 at Harrison Street and/or Washington Road, construction of a connector road between Washington Road and Alexander Road on an alignment that would connect with Canal Pointe Boulevard; and extension of Vaughn Drive north from its current terminus in the Princeton Junction train station parking lot to Washington Road. Depending on the alternative and options selected, estimated costs of implementation of the road-based design range from $12.0 million to $97.5 million. 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 road-based alternatives would result in the displacement of up to three residences as well as several businesses, 0.06 to 0.29 acres of wetlands and 0.63 to 4.1 acres of floodplain, and certain alternatives would fragment a wetland tract. 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. Parkland and other recreational facilities would experience higher traffic-generated noise levels, the highway facilities would mar visual aesthetics at some such locations. Construction workers would encounter one to six sites containing hazardous materials LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). _ _ JF - EPA number: 030259, Draft EIS--791 pages and maps, Archaeological Survey (Volume 1)--69 pages and maps, Archaeological Survey (Volume 2)--321 pages nd maps, Socioeconomics and Land Use--127 pages and maps, Traffic and Circulation Studies Reoprt--281 pages and maps, Contaminated Materials Technical Study--37 pages and maps, Air Quality Technical Environmental Study--47 pages and maps, Noise Technical Environmental Study--187 pages and maps, Natural Ecosystems Technical Environmental Study--201 pages and maps, Cultural Resources Effects Document--281 pages and maps, Historic Architectural Survey (Volume 1)--399 pages, Historic Architectural Survey (Volume 2)--544 pages and maps, June 3, 2003 PY - 2003 VL - 6 KW - Roads and Railroads KW - Agency number: FHWA-NJ-EIS-03-01-D 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 - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Historic Sites Surveys KW - Noise KW - Parks KW - Recreation Facilities KW - Relocations-Property Acquisitions 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, Archaeologic Sites KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36370437?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-06-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PENS+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=PENS+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 - Draft. Preparation date: June 3, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PENS NECK AREA, ROUTE 1, SECTION 2S AND 3J, WEST WINDSOR TOWNSHIP, MERCER COUNTY, NEW JERSEY AND PLAINSBORO TOWNSHIP, MIDDLESEX COUNTY, NEW JERSEY. [Part 13 of 16] T2 - PENS NECK AREA, ROUTE 1, SECTION 2S AND 3J, WEST WINDSOR TOWNSHIP, MERCER COUNTY, NEW JERSEY AND PLAINSBORO TOWNSHIP, MIDDLESEX COUNTY, NEW JERSEY. AN - 36370386; 10135-030259_0013 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 draft 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 cration of a comprehensive jitney/shuttle system, and alternatives that would involve various road-based capacity improvements. The road-based alternative, which receives the most attention, would involve improvements to US 1 at grade and/or within a depressed section though the Penns Neck area. The fully at-grade facility would provide three travel lanes in each direction as well as safety shoulders. Under some alternatives, US 1 would follow its existing alignment, while other alternatives would shift the alignment slightly to the west. If selected, the depressed section would extend from Washington Road and follow an alignment slightly to the west of the current roadway; Washington Road (County Road 571) would remain at its existing grade and remain open to east-west traffic. The depressed facility would consist of three travel lanes in each direction, auxiliary lanes, as needed, and safety shoulders. Under either design alternative, the bridge over the Millstone River would be replaced and frontage roads would be provided on either side of the main facility between Harrison Street and Washington Road. Other possible options would include construction of a connector road east of US 1 between Washington Road in Princeton Junction and a new grade-separated interchange on US 1 between Harrison Street and Fisher Place; construction of a connector road west of Route 1 between a new grade-separated interchange on US 1 at Harrison Street and/or Washington Road, construction of a connector road between Washington Road and Alexander Road on an alignment that would connect with Canal Pointe Boulevard; and extension of Vaughn Drive north from its current terminus in the Princeton Junction train station parking lot to Washington Road. Depending on the alternative and options selected, estimated costs of implementation of the road-based design range from $12.0 million to $97.5 million. 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 road-based alternatives would result in the displacement of up to three residences as well as several businesses, 0.06 to 0.29 acres of wetlands and 0.63 to 4.1 acres of floodplain, and certain alternatives would fragment a wetland tract. 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. Parkland and other recreational facilities would experience higher traffic-generated noise levels, the highway facilities would mar visual aesthetics at some such locations. Construction workers would encounter one to six sites containing hazardous materials LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). _ _ JF - EPA number: 030259, Draft EIS--791 pages and maps, Archaeological Survey (Volume 1)--69 pages and maps, Archaeological Survey (Volume 2)--321 pages nd maps, Socioeconomics and Land Use--127 pages and maps, Traffic and Circulation Studies Reoprt--281 pages and maps, Contaminated Materials Technical Study--37 pages and maps, Air Quality Technical Environmental Study--47 pages and maps, Noise Technical Environmental Study--187 pages and maps, Natural Ecosystems Technical Environmental Study--201 pages and maps, Cultural Resources Effects Document--281 pages and maps, Historic Architectural Survey (Volume 1)--399 pages, Historic Architectural Survey (Volume 2)--544 pages and maps, June 3, 2003 PY - 2003 VL - 13 KW - Roads and Railroads KW - Agency number: FHWA-NJ-EIS-03-01-D 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 - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Historic Sites Surveys KW - Noise KW - Parks KW - Recreation Facilities KW - Relocations-Property Acquisitions 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, Archaeologic Sites KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36370386?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-06-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PENS+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=PENS+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 - Draft. Preparation date: June 3, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PENS NECK AREA, ROUTE 1, SECTION 2S AND 3J, WEST WINDSOR TOWNSHIP, MERCER COUNTY, NEW JERSEY AND PLAINSBORO TOWNSHIP, MIDDLESEX COUNTY, NEW JERSEY. [Part 12 of 16] T2 - PENS NECK AREA, ROUTE 1, SECTION 2S AND 3J, WEST WINDSOR TOWNSHIP, MERCER COUNTY, NEW JERSEY AND PLAINSBORO TOWNSHIP, MIDDLESEX COUNTY, NEW JERSEY. AN - 36370332; 10135-030259_0012 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 draft 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 cration of a comprehensive jitney/shuttle system, and alternatives that would involve various road-based capacity improvements. The road-based alternative, which receives the most attention, would involve improvements to US 1 at grade and/or within a depressed section though the Penns Neck area. The fully at-grade facility would provide three travel lanes in each direction as well as safety shoulders. Under some alternatives, US 1 would follow its existing alignment, while other alternatives would shift the alignment slightly to the west. If selected, the depressed section would extend from Washington Road and follow an alignment slightly to the west of the current roadway; Washington Road (County Road 571) would remain at its existing grade and remain open to east-west traffic. The depressed facility would consist of three travel lanes in each direction, auxiliary lanes, as needed, and safety shoulders. Under either design alternative, the bridge over the Millstone River would be replaced and frontage roads would be provided on either side of the main facility between Harrison Street and Washington Road. Other possible options would include construction of a connector road east of US 1 between Washington Road in Princeton Junction and a new grade-separated interchange on US 1 between Harrison Street and Fisher Place; construction of a connector road west of Route 1 between a new grade-separated interchange on US 1 at Harrison Street and/or Washington Road, construction of a connector road between Washington Road and Alexander Road on an alignment that would connect with Canal Pointe Boulevard; and extension of Vaughn Drive north from its current terminus in the Princeton Junction train station parking lot to Washington Road. Depending on the alternative and options selected, estimated costs of implementation of the road-based design range from $12.0 million to $97.5 million. 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 road-based alternatives would result in the displacement of up to three residences as well as several businesses, 0.06 to 0.29 acres of wetlands and 0.63 to 4.1 acres of floodplain, and certain alternatives would fragment a wetland tract. 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. Parkland and other recreational facilities would experience higher traffic-generated noise levels, the highway facilities would mar visual aesthetics at some such locations. Construction workers would encounter one to six sites containing hazardous materials LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). _ _ JF - EPA number: 030259, Draft EIS--791 pages and maps, Archaeological Survey (Volume 1)--69 pages and maps, Archaeological Survey (Volume 2)--321 pages nd maps, Socioeconomics and Land Use--127 pages and maps, Traffic and Circulation Studies Reoprt--281 pages and maps, Contaminated Materials Technical Study--37 pages and maps, Air Quality Technical Environmental Study--47 pages and maps, Noise Technical Environmental Study--187 pages and maps, Natural Ecosystems Technical Environmental Study--201 pages and maps, Cultural Resources Effects Document--281 pages and maps, Historic Architectural Survey (Volume 1)--399 pages, Historic Architectural Survey (Volume 2)--544 pages and maps, June 3, 2003 PY - 2003 VL - 12 KW - Roads and Railroads KW - Agency number: FHWA-NJ-EIS-03-01-D 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 - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Historic Sites Surveys KW - Noise KW - Parks KW - Recreation Facilities KW - Relocations-Property Acquisitions 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, Archaeologic Sites KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36370332?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-06-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PENS+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=PENS+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 - Draft. Preparation date: June 3, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PENS NECK AREA, ROUTE 1, SECTION 2S AND 3J, WEST WINDSOR TOWNSHIP, MERCER COUNTY, NEW JERSEY AND PLAINSBORO TOWNSHIP, MIDDLESEX COUNTY, NEW JERSEY. [Part 8 of 16] T2 - PENS NECK AREA, ROUTE 1, SECTION 2S AND 3J, WEST WINDSOR TOWNSHIP, MERCER COUNTY, NEW JERSEY AND PLAINSBORO TOWNSHIP, MIDDLESEX COUNTY, NEW JERSEY. AN - 36370297; 10135-030259_0008 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 draft 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 cration of a comprehensive jitney/shuttle system, and alternatives that would involve various road-based capacity improvements. The road-based alternative, which receives the most attention, would involve improvements to US 1 at grade and/or within a depressed section though the Penns Neck area. The fully at-grade facility would provide three travel lanes in each direction as well as safety shoulders. Under some alternatives, US 1 would follow its existing alignment, while other alternatives would shift the alignment slightly to the west. If selected, the depressed section would extend from Washington Road and follow an alignment slightly to the west of the current roadway; Washington Road (County Road 571) would remain at its existing grade and remain open to east-west traffic. The depressed facility would consist of three travel lanes in each direction, auxiliary lanes, as needed, and safety shoulders. Under either design alternative, the bridge over the Millstone River would be replaced and frontage roads would be provided on either side of the main facility between Harrison Street and Washington Road. Other possible options would include construction of a connector road east of US 1 between Washington Road in Princeton Junction and a new grade-separated interchange on US 1 between Harrison Street and Fisher Place; construction of a connector road west of Route 1 between a new grade-separated interchange on US 1 at Harrison Street and/or Washington Road, construction of a connector road between Washington Road and Alexander Road on an alignment that would connect with Canal Pointe Boulevard; and extension of Vaughn Drive north from its current terminus in the Princeton Junction train station parking lot to Washington Road. Depending on the alternative and options selected, estimated costs of implementation of the road-based design range from $12.0 million to $97.5 million. 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 road-based alternatives would result in the displacement of up to three residences as well as several businesses, 0.06 to 0.29 acres of wetlands and 0.63 to 4.1 acres of floodplain, and certain alternatives would fragment a wetland tract. 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. Parkland and other recreational facilities would experience higher traffic-generated noise levels, the highway facilities would mar visual aesthetics at some such locations. Construction workers would encounter one to six sites containing hazardous materials LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). _ _ JF - EPA number: 030259, Draft EIS--791 pages and maps, Archaeological Survey (Volume 1)--69 pages and maps, Archaeological Survey (Volume 2)--321 pages nd maps, Socioeconomics and Land Use--127 pages and maps, Traffic and Circulation Studies Reoprt--281 pages and maps, Contaminated Materials Technical Study--37 pages and maps, Air Quality Technical Environmental Study--47 pages and maps, Noise Technical Environmental Study--187 pages and maps, Natural Ecosystems Technical Environmental Study--201 pages and maps, Cultural Resources Effects Document--281 pages and maps, Historic Architectural Survey (Volume 1)--399 pages, Historic Architectural Survey (Volume 2)--544 pages and maps, June 3, 2003 PY - 2003 VL - 8 KW - Roads and Railroads KW - Agency number: FHWA-NJ-EIS-03-01-D 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 - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Historic Sites Surveys KW - Noise KW - Parks KW - Recreation Facilities KW - Relocations-Property Acquisitions 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, Archaeologic Sites KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36370297?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-06-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PENS+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=PENS+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 - Draft. Preparation date: June 3, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PENS NECK AREA, ROUTE 1, SECTION 2S AND 3J, WEST WINDSOR TOWNSHIP, MERCER COUNTY, NEW JERSEY AND PLAINSBORO TOWNSHIP, MIDDLESEX COUNTY, NEW JERSEY. [Part /blobprod/objects_content/raw_input/EIS/epabundle/techbooks_updates/20070119//030259/030259_0010.txt of 16] T2 - PENS NECK AREA, ROUTE 1, SECTION 2S AND 3J, WEST WINDSOR TOWNSHIP, MERCER COUNTY, NEW JERSEY AND PLAINSBORO TOWNSHIP, MIDDLESEX COUNTY, NEW JERSEY. AN - 36367419; 10135-030259_0010 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 draft 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 cration of a comprehensive jitney/shuttle system, and alternatives that would involve various road-based capacity improvements. The road-based alternative, which receives the most attention, would involve improvements to US 1 at grade and/or within a depressed section though the Penns Neck area. The fully at-grade facility would provide three travel lanes in each direction as well as safety shoulders. Under some alternatives, US 1 would follow its existing alignment, while other alternatives would shift the alignment slightly to the west. If selected, the depressed section would extend from Washington Road and follow an alignment slightly to the west of the current roadway; Washington Road (County Road 571) would remain at its existing grade and remain open to east-west traffic. The depressed facility would consist of three travel lanes in each direction, auxiliary lanes, as needed, and safety shoulders. Under either design alternative, the bridge over the Millstone River would be replaced and frontage roads would be provided on either side of the main facility between Harrison Street and Washington Road. Other possible options would include construction of a connector road east of US 1 between Washington Road in Princeton Junction and a new grade-separated interchange on US 1 between Harrison Street and Fisher Place; construction of a connector road west of Route 1 between a new grade-separated interchange on US 1 at Harrison Street and/or Washington Road, construction of a connector road between Washington Road and Alexander Road on an alignment that would connect with Canal Pointe Boulevard; and extension of Vaughn Drive north from its current terminus in the Princeton Junction train station parking lot to Washington Road. Depending on the alternative and options selected, estimated costs of implementation of the road-based design range from $12.0 million to $97.5 million. 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 road-based alternatives would result in the displacement of up to three residences as well as several businesses, 0.06 to 0.29 acres of wetlands and 0.63 to 4.1 acres of floodplain, and certain alternatives would fragment a wetland tract. 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. Parkland and other recreational facilities would experience higher traffic-generated noise levels, the highway facilities would mar visual aesthetics at some such locations. Construction workers would encounter one to six sites containing hazardous materials LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). _ _ JF - EPA number: 030259, Draft EIS--791 pages and maps, Archaeological Survey (Volume 1)--69 pages and maps, Archaeological Survey (Volume 2)--321 pages nd maps, Socioeconomics and Land Use--127 pages and maps, Traffic and Circulation Studies Reoprt--281 pages and maps, Contaminated Materials Technical Study--37 pages and maps, Air Quality Technical Environmental Study--47 pages and maps, Noise Technical Environmental Study--187 pages and maps, Natural Ecosystems Technical Environmental Study--201 pages and maps, Cultural Resources Effects Document--281 pages and maps, Historic Architectural Survey (Volume 1)--399 pages, Historic Architectural Survey (Volume 2)--544 pages and maps, June 3, 2003 PY - 2003 VL - /blobprod/objects_content/raw_input/EIS/epabundle/techbooks_updates/20070119//030259/030259_0010.txt KW - Roads and Railroads KW - Agency number: FHWA-NJ-EIS-03-01-D 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 - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Historic Sites Surveys KW - Noise KW - Parks KW - Recreation Facilities KW - Relocations-Property Acquisitions 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, Archaeologic Sites KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36367419?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-06-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PENS+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=PENS+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 - Draft. Preparation date: June 3, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BUTLER SR 63 EXTENSION TO US 127 (TRENTON AREA ACCESS), BUTLER COUNTY, OHIO (PID NO. 20499). [Part 1 of 1] T2 - BUTLER SR 63 EXTENSION TO US 127 (TRENTON AREA ACCESS), BUTLER COUNTY, OHIO (PID NO. 20499). AN - 36347577; 10136-030260_0001 AB - PURPOSE: The construction of a 10.2-mile two- and four-lane, limited access, divided extension of State Route (SR) 63 between a point in the city of Monroe just south of Middletown and a point north of the village of Seven Mile in Butler County, Ohio is proposed. The facility would extend westward on a new alignment from just east of the SR 4/SR 63 interchange in the city of Monroe to a tie-in with US 127 north of the village of Seven Mile. The existing rural network within the corridor is currently characterized by heavy congestion and a high accident rate. The highway would provide a four-lane section from the eastern project terminus at SR 63 to Wane Madison Road and a two-lane section from Wayne Madison Road to the western terminus at US 127. Design features for the four-lane section would provide for 12-foot travel lanes, 10-foot paved outside shoulders and four-foot inside shoulders, and a 32-foot grass center median. Design features for the two-lane section would provide for 12-foot travel lanes and 10-foot paved outside shoulders. Access to the new facility would be provided by new interchanges with existing SR 63 at the eastern terminus and with SR 4 and at-grade intersections at Woodsdale Road, Wayne Road, Wayne Madison Road, Jacksonburg Road, and US 127. Crossing structures (mainline or crossroad overpasses) would be provided at SR 503, Taylor School Road, Cotton RUn Road, Cotton Run Creek, Riverside Drive/Hamilton-Trenton Road, and the CSX Railroad line. Existing roads to be cul-de-saced would include Wehr Road, Busenbark Road, Kennel Road, Wayne Trace Road, and existing SR 127 at the western project terminus. In addition to the preferred alternative, a feasible action alternative is considered in this draft EIS. POSITIVE IMPACTS: The project would increase capacity and connectivity within the corridor and along crossing roads, enhance safety and efficiency of traffic movements, contribute to social and economic development, and forward local, regional, and state planning goals. NEGATIVE IMPACTS: Rights-of-way requirements, amounting to 429 acres within 61 parcels, would result in the displacement of nine single-family residences, 72.7 acres of farmland, and 1.47 acre of wetlands. A total of 13 parcels would be landlocked by the project. The new facility would traverse seven streams, affecting 1,200 feet of channels and banks. The corridor would traverse a groundwater aquifer and result in minor encroachment on the floodplain of the Great Miami River as well as on habitat for habitat for federally protected species. The project would disturb four archaeological sites. Traffic-generated noise levels would increase at four locations, though noise levels would not exceed federal standards in the vicinity of these sites. LEGAL MANDATES: National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 030260, 827 pages and maps, June 3, 2003 PY - 2003 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-OH-EIS-03-01-D KW - Archaeological Sites KW - Endangered Species (Animals) KW - Farmlands KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Streams KW - Transportation KW - Wetlands KW - Ohio KW - National Historic Preservation Act of 1966, Archaeological Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36347577?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-06-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BUTLER+SR+63+EXTENSION+TO+US+127+%28TRENTON+AREA+ACCESS%29%2C+BUTLER+COUNTY%2C+OHIO+%28PID+NO.+20499%29.&rft.title=BUTLER+SR+63+EXTENSION+TO+US+127+%28TRENTON+AREA+ACCESS%29%2C+BUTLER+COUNTY%2C+OHIO+%28PID+NO.+20499%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Columbus, Ohio; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: June 3, 2003 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - A new and defective regulation in California for protecting critical buildings from earthquakes AN - 51971504; 2003-043933 AB - The California Geological Survey issued a new regulatory directive specifying that critical buildings be designed for 50- and 100-year earthquakes obtained by probabilistic seismic hazard analysis (PSHA). PSHA incorporates serious uncertainties. Chiefly, they are: (1) PSHA smears earthquakes together to produce motions that are unrealistic for any specific earthquake-generating fault source, (2) PSHA assumes there is an essentially log-linear predictability through time for both the sizes of earthquakes and their motions, although earthquake experiences deny this assumption, and (3) PSHA derives design values from an almost total lack of data on the recurrences that it claims to represent. Error bands for probabilistic motions, if honestly applied, would be so enormously broad that probabilistic values would be seen to be too uncertain as a rational basis for critical designs. Worse yet, the directive of the California Geological Survey has forced a de facto elimination of deterministic seismic hazard analysis (DSHA) from consideration. Yet, DSHA provides more logical, more transparent, more peer reviewable, and more dependable solutions than does PSHA. In summary, the new regulatory directive fails to provide the public in California with a necessary level of seismic safety. JF - Engineering Geology AU - Mualchin, Lalliana AU - Krinitzsky, Ellis L Y1 - 2003/06// PY - 2003 DA - June 2003 SP - 415 EP - 419 PB - Elsevier, Amsterdam VL - 69 IS - 3-4 SN - 0013-7952, 0013-7952 KW - United States KW - regulations KW - statistical analysis KW - seismic response KW - California KW - seismic risk KW - ground motion KW - buildings KW - risk assessment KW - probability KW - aseismic design KW - earthquakes KW - 30:Engineering geology KW - 19:Seismology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51971504?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Engineering+Geology&rft.atitle=A+new+and+defective+regulation+in+California+for+protecting+critical+buildings+from+earthquakes&rft.au=Mualchin%2C+Lalliana%3BKrinitzsky%2C+Ellis+L&rft.aulast=Mualchin&rft.aufirst=Lalliana&rft.date=2003-06-01&rft.volume=69&rft.issue=3-4&rft.spage=415&rft.isbn=&rft.btitle=&rft.title=Engineering+Geology&rft.issn=00137952&rft_id=info:doi/10.1016%2FS0013-7952%2802%2900243-0 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 - 2003-01-01 N1 - Last updated - 2012-06-07 N1 - CODEN - EGGOAO N1 - SubjectsTermNotLitGenreText - aseismic design; buildings; California; earthquakes; ground motion; probability; regulations; risk assessment; seismic response; seismic risk; statistical analysis; United States DO - http://dx.doi.org/10.1016/S0013-7952(02)00243-0 ER - TY - RPRT T1 - U.S. ROUTE 20 (FAP 301), FROM ILLINOIS ROUTE 84 NORTH OF GALENA TO BOLTON ROAD NORTHWEST OF FREEPORT IN JO DAVIESS AND STEPHENSON COUNTIES, ILLINOIS. [Part 1 of 12] T2 - U.S. ROUTE 20 (FAP 301), FROM ILLINOIS ROUTE 84 NORTH OF GALENA TO BOLTON ROAD NORTHWEST OF FREEPORT IN JO DAVIESS AND STEPHENSON COUNTIES, ILLINOIS. AN - 36386951; 10130-030253_0001 AB - PURPOSE: The construction of US 20 (Federal-Aid Primary Route 301), a 50-mile facility extending from Illinois Route 84 northwest of the city of Galena to Bolton Road northwest of the city of Freeport in Jo Daviess and Stephenson counties, Illinois is proposed. The counties are continuing to experience strong commercial and residential growth, particularly near Galena and the Galena Territory. In addition to the No Action Alternative (Alternative 1), this draft addresses 12 action alternatives, two expressway and 10 freeway alternatives, each of which would be developed as a multi-lane facility. Alternative 2, to be known as the Long Hollow Freeway has been identified as the preferred alternative. The four-lane freeway would Traffic on opposing travel lanes of the freeway would be separated by a median with a width of 54 to 84 feet. Access, including access to and from all state marked highways, would be provided via interchanges. All county roads and most township roads would be traversed via grade separation structures. Frontage roads would provide access to existing homes, farmsteads, commercial and industrial operations, and service drives. POSITIVE IMPACTS: The project would provide high-type highway, with an appropriate connection to the four-lane facility west of Route 84 and extending 50 miles to the east, connecting to a previously approved four-lane facility northwest of Freeport. As a result, the proposed action would integrate the needs of increased development, system capacity, travel safety, community access, and system continuity. The project would contribute significantly to regional economic growth. NEGATIVE IMPACTS: Rights-of-way requirements would displace 2,784 acres of land, resulting in the displacement of nine non-farm and 25 farm residences and three commercial buildings as well as 2,530 acres of farmland, 3.65 acres of wetlands, and 274 acres of forested land. Land within 14 farms would be affected. The freeway would result in moderate and severe access convenience for five and nine farms, respectively. Access from one non-farm residence would also be severely affected. The facility would traverse 11 streams and rivers, displacing 239,581 square feet of floodplain. Seven roads would require relocation and four roads would be closed. Traffic-generated noise levels would exceed federal standards at several locations, though noise barriers would mitigate some of these impacts. Construction workers would encounter four known hazardous waste sites. Freeway structures would mar visual aesthetics in a largely rural area. 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: 030253, Draft EIS--391 pages and maps, Appendices--373 pages and maps, Map supplement, May 28, 2003 PY - 2003 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-IL-EIS-00-03-D KW - Air Quality Assessments KW - Bridges KW - Cultural Resources Assessments KW - Economic Assessments KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Rivers KW - Roads KW - Safety KW - Section 404(b) Statements KW - Socioeconomic Assessments KW - Streams KW - Transportation KW - Vegetation Surveys KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Illinois KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36386951?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-05-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=U.S.+ROUTE+20+%28FAP+301%29%2C+FROM+ILLINOIS+ROUTE+84+NORTH+OF+GALENA+TO+BOLTON+ROAD+NORTHWEST+OF+FREEPORT+IN+JO+DAVIESS+AND+STEPHENSON+COUNTIES%2C+ILLINOIS.&rft.title=U.S.+ROUTE+20+%28FAP+301%29%2C+FROM+ILLINOIS+ROUTE+84+NORTH+OF+GALENA+TO+BOLTON+ROAD+NORTHWEST+OF+FREEPORT+IN+JO+DAVIESS+AND+STEPHENSON+COUNTIES%2C+ILLINOIS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Springfield, Illinois; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: May 28, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - U.S. ROUTE 20 (FAP 301), FROM ILLINOIS ROUTE 84 NORTH OF GALENA TO BOLTON ROAD NORTHWEST OF FREEPORT IN JO DAVIESS AND STEPHENSON COUNTIES, ILLINOIS. [Part /blobprod/objects_content/raw_input/EIS/epabundle/techbooks_updates/20070504//030253/030253_0010.txt of 12] T2 - U.S. ROUTE 20 (FAP 301), FROM ILLINOIS ROUTE 84 NORTH OF GALENA TO BOLTON ROAD NORTHWEST OF FREEPORT IN JO DAVIESS AND STEPHENSON COUNTIES, ILLINOIS. AN - 36385814; 10130-030253_0010 AB - PURPOSE: The construction of US 20 (Federal-Aid Primary Route 301), a 50-mile facility extending from Illinois Route 84 northwest of the city of Galena to Bolton Road northwest of the city of Freeport in Jo Daviess and Stephenson counties, Illinois is proposed. The counties are continuing to experience strong commercial and residential growth, particularly near Galena and the Galena Territory. In addition to the No Action Alternative (Alternative 1), this draft addresses 12 action alternatives, two expressway and 10 freeway alternatives, each of which would be developed as a multi-lane facility. Alternative 2, to be known as the Long Hollow Freeway has been identified as the preferred alternative. The four-lane freeway would Traffic on opposing travel lanes of the freeway would be separated by a median with a width of 54 to 84 feet. Access, including access to and from all state marked highways, would be provided via interchanges. All county roads and most township roads would be traversed via grade separation structures. Frontage roads would provide access to existing homes, farmsteads, commercial and industrial operations, and service drives. POSITIVE IMPACTS: The project would provide high-type highway, with an appropriate connection to the four-lane facility west of Route 84 and extending 50 miles to the east, connecting to a previously approved four-lane facility northwest of Freeport. As a result, the proposed action would integrate the needs of increased development, system capacity, travel safety, community access, and system continuity. The project would contribute significantly to regional economic growth. NEGATIVE IMPACTS: Rights-of-way requirements would displace 2,784 acres of land, resulting in the displacement of nine non-farm and 25 farm residences and three commercial buildings as well as 2,530 acres of farmland, 3.65 acres of wetlands, and 274 acres of forested land. Land within 14 farms would be affected. The freeway would result in moderate and severe access convenience for five and nine farms, respectively. Access from one non-farm residence would also be severely affected. The facility would traverse 11 streams and rivers, displacing 239,581 square feet of floodplain. Seven roads would require relocation and four roads would be closed. Traffic-generated noise levels would exceed federal standards at several locations, though noise barriers would mitigate some of these impacts. Construction workers would encounter four known hazardous waste sites. Freeway structures would mar visual aesthetics in a largely rural area. 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: 030253, Draft EIS--391 pages and maps, Appendices--373 pages and maps, Map supplement, May 28, 2003 PY - 2003 VL - /blobprod/objects_content/raw_input/EIS/epabundle/techbooks_updates/20070504//030253/030253_0010.txt KW - Roads and Railroads KW - Agency number: FHWA-IL-EIS-00-03-D KW - Air Quality Assessments KW - Bridges KW - Cultural Resources Assessments KW - Economic Assessments KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Rivers KW - Roads KW - Safety KW - Section 404(b) Statements KW - Socioeconomic Assessments KW - Streams KW - Transportation KW - Vegetation Surveys KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Illinois KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36385814?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-05-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=U.S.+ROUTE+20+%28FAP+301%29%2C+FROM+ILLINOIS+ROUTE+84+NORTH+OF+GALENA+TO+BOLTON+ROAD+NORTHWEST+OF+FREEPORT+IN+JO+DAVIESS+AND+STEPHENSON+COUNTIES%2C+ILLINOIS.&rft.title=U.S.+ROUTE+20+%28FAP+301%29%2C+FROM+ILLINOIS+ROUTE+84+NORTH+OF+GALENA+TO+BOLTON+ROAD+NORTHWEST+OF+FREEPORT+IN+JO+DAVIESS+AND+STEPHENSON+COUNTIES%2C+ILLINOIS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Springfield, Illinois; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: May 28, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - U.S. ROUTE 20 (FAP 301), FROM ILLINOIS ROUTE 84 NORTH OF GALENA TO BOLTON ROAD NORTHWEST OF FREEPORT IN JO DAVIESS AND STEPHENSON COUNTIES, ILLINOIS. [Part 2 of 12] T2 - U.S. ROUTE 20 (FAP 301), FROM ILLINOIS ROUTE 84 NORTH OF GALENA TO BOLTON ROAD NORTHWEST OF FREEPORT IN JO DAVIESS AND STEPHENSON COUNTIES, ILLINOIS. AN - 36385010; 10130-030253_0002 AB - PURPOSE: The construction of US 20 (Federal-Aid Primary Route 301), a 50-mile facility extending from Illinois Route 84 northwest of the city of Galena to Bolton Road northwest of the city of Freeport in Jo Daviess and Stephenson counties, Illinois is proposed. The counties are continuing to experience strong commercial and residential growth, particularly near Galena and the Galena Territory. In addition to the No Action Alternative (Alternative 1), this draft addresses 12 action alternatives, two expressway and 10 freeway alternatives, each of which would be developed as a multi-lane facility. Alternative 2, to be known as the Long Hollow Freeway has been identified as the preferred alternative. The four-lane freeway would Traffic on opposing travel lanes of the freeway would be separated by a median with a width of 54 to 84 feet. Access, including access to and from all state marked highways, would be provided via interchanges. All county roads and most township roads would be traversed via grade separation structures. Frontage roads would provide access to existing homes, farmsteads, commercial and industrial operations, and service drives. POSITIVE IMPACTS: The project would provide high-type highway, with an appropriate connection to the four-lane facility west of Route 84 and extending 50 miles to the east, connecting to a previously approved four-lane facility northwest of Freeport. As a result, the proposed action would integrate the needs of increased development, system capacity, travel safety, community access, and system continuity. The project would contribute significantly to regional economic growth. NEGATIVE IMPACTS: Rights-of-way requirements would displace 2,784 acres of land, resulting in the displacement of nine non-farm and 25 farm residences and three commercial buildings as well as 2,530 acres of farmland, 3.65 acres of wetlands, and 274 acres of forested land. Land within 14 farms would be affected. The freeway would result in moderate and severe access convenience for five and nine farms, respectively. Access from one non-farm residence would also be severely affected. The facility would traverse 11 streams and rivers, displacing 239,581 square feet of floodplain. Seven roads would require relocation and four roads would be closed. Traffic-generated noise levels would exceed federal standards at several locations, though noise barriers would mitigate some of these impacts. Construction workers would encounter four known hazardous waste sites. Freeway structures would mar visual aesthetics in a largely rural area. 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: 030253, Draft EIS--391 pages and maps, Appendices--373 pages and maps, Map supplement, May 28, 2003 PY - 2003 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-IL-EIS-00-03-D KW - Air Quality Assessments KW - Bridges KW - Cultural Resources Assessments KW - Economic Assessments KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Rivers KW - Roads KW - Safety KW - Section 404(b) Statements KW - Socioeconomic Assessments KW - Streams KW - Transportation KW - Vegetation Surveys KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Illinois KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36385010?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-05-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=U.S.+ROUTE+20+%28FAP+301%29%2C+FROM+ILLINOIS+ROUTE+84+NORTH+OF+GALENA+TO+BOLTON+ROAD+NORTHWEST+OF+FREEPORT+IN+JO+DAVIESS+AND+STEPHENSON+COUNTIES%2C+ILLINOIS.&rft.title=U.S.+ROUTE+20+%28FAP+301%29%2C+FROM+ILLINOIS+ROUTE+84+NORTH+OF+GALENA+TO+BOLTON+ROAD+NORTHWEST+OF+FREEPORT+IN+JO+DAVIESS+AND+STEPHENSON+COUNTIES%2C+ILLINOIS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Springfield, Illinois; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: May 28, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - U.S. ROUTE 20 (FAP 301), FROM ILLINOIS ROUTE 84 NORTH OF GALENA TO BOLTON ROAD NORTHWEST OF FREEPORT IN JO DAVIESS AND STEPHENSON COUNTIES, ILLINOIS. [Part 7 of 12] T2 - U.S. ROUTE 20 (FAP 301), FROM ILLINOIS ROUTE 84 NORTH OF GALENA TO BOLTON ROAD NORTHWEST OF FREEPORT IN JO DAVIESS AND STEPHENSON COUNTIES, ILLINOIS. AN - 36384008; 10130-030253_0007 AB - PURPOSE: The construction of US 20 (Federal-Aid Primary Route 301), a 50-mile facility extending from Illinois Route 84 northwest of the city of Galena to Bolton Road northwest of the city of Freeport in Jo Daviess and Stephenson counties, Illinois is proposed. The counties are continuing to experience strong commercial and residential growth, particularly near Galena and the Galena Territory. In addition to the No Action Alternative (Alternative 1), this draft addresses 12 action alternatives, two expressway and 10 freeway alternatives, each of which would be developed as a multi-lane facility. Alternative 2, to be known as the Long Hollow Freeway has been identified as the preferred alternative. The four-lane freeway would Traffic on opposing travel lanes of the freeway would be separated by a median with a width of 54 to 84 feet. Access, including access to and from all state marked highways, would be provided via interchanges. All county roads and most township roads would be traversed via grade separation structures. Frontage roads would provide access to existing homes, farmsteads, commercial and industrial operations, and service drives. POSITIVE IMPACTS: The project would provide high-type highway, with an appropriate connection to the four-lane facility west of Route 84 and extending 50 miles to the east, connecting to a previously approved four-lane facility northwest of Freeport. As a result, the proposed action would integrate the needs of increased development, system capacity, travel safety, community access, and system continuity. The project would contribute significantly to regional economic growth. NEGATIVE IMPACTS: Rights-of-way requirements would displace 2,784 acres of land, resulting in the displacement of nine non-farm and 25 farm residences and three commercial buildings as well as 2,530 acres of farmland, 3.65 acres of wetlands, and 274 acres of forested land. Land within 14 farms would be affected. The freeway would result in moderate and severe access convenience for five and nine farms, respectively. Access from one non-farm residence would also be severely affected. The facility would traverse 11 streams and rivers, displacing 239,581 square feet of floodplain. Seven roads would require relocation and four roads would be closed. Traffic-generated noise levels would exceed federal standards at several locations, though noise barriers would mitigate some of these impacts. Construction workers would encounter four known hazardous waste sites. Freeway structures would mar visual aesthetics in a largely rural area. 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: 030253, Draft EIS--391 pages and maps, Appendices--373 pages and maps, Map supplement, May 28, 2003 PY - 2003 VL - 7 KW - Roads and Railroads KW - Agency number: FHWA-IL-EIS-00-03-D KW - Air Quality Assessments KW - Bridges KW - Cultural Resources Assessments KW - Economic Assessments KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Rivers KW - Roads KW - Safety KW - Section 404(b) Statements KW - Socioeconomic Assessments KW - Streams KW - Transportation KW - Vegetation Surveys KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Illinois KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36384008?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-05-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=U.S.+ROUTE+20+%28FAP+301%29%2C+FROM+ILLINOIS+ROUTE+84+NORTH+OF+GALENA+TO+BOLTON+ROAD+NORTHWEST+OF+FREEPORT+IN+JO+DAVIESS+AND+STEPHENSON+COUNTIES%2C+ILLINOIS.&rft.title=U.S.+ROUTE+20+%28FAP+301%29%2C+FROM+ILLINOIS+ROUTE+84+NORTH+OF+GALENA+TO+BOLTON+ROAD+NORTHWEST+OF+FREEPORT+IN+JO+DAVIESS+AND+STEPHENSON+COUNTIES%2C+ILLINOIS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Springfield, Illinois; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: May 28, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - U.S. ROUTE 20 (FAP 301), FROM ILLINOIS ROUTE 84 NORTH OF GALENA TO BOLTON ROAD NORTHWEST OF FREEPORT IN JO DAVIESS AND STEPHENSON COUNTIES, ILLINOIS. [Part 3 of 12] T2 - U.S. ROUTE 20 (FAP 301), FROM ILLINOIS ROUTE 84 NORTH OF GALENA TO BOLTON ROAD NORTHWEST OF FREEPORT IN JO DAVIESS AND STEPHENSON COUNTIES, ILLINOIS. AN - 36383920; 10130-030253_0003 AB - PURPOSE: The construction of US 20 (Federal-Aid Primary Route 301), a 50-mile facility extending from Illinois Route 84 northwest of the city of Galena to Bolton Road northwest of the city of Freeport in Jo Daviess and Stephenson counties, Illinois is proposed. The counties are continuing to experience strong commercial and residential growth, particularly near Galena and the Galena Territory. In addition to the No Action Alternative (Alternative 1), this draft addresses 12 action alternatives, two expressway and 10 freeway alternatives, each of which would be developed as a multi-lane facility. Alternative 2, to be known as the Long Hollow Freeway has been identified as the preferred alternative. The four-lane freeway would Traffic on opposing travel lanes of the freeway would be separated by a median with a width of 54 to 84 feet. Access, including access to and from all state marked highways, would be provided via interchanges. All county roads and most township roads would be traversed via grade separation structures. Frontage roads would provide access to existing homes, farmsteads, commercial and industrial operations, and service drives. POSITIVE IMPACTS: The project would provide high-type highway, with an appropriate connection to the four-lane facility west of Route 84 and extending 50 miles to the east, connecting to a previously approved four-lane facility northwest of Freeport. As a result, the proposed action would integrate the needs of increased development, system capacity, travel safety, community access, and system continuity. The project would contribute significantly to regional economic growth. NEGATIVE IMPACTS: Rights-of-way requirements would displace 2,784 acres of land, resulting in the displacement of nine non-farm and 25 farm residences and three commercial buildings as well as 2,530 acres of farmland, 3.65 acres of wetlands, and 274 acres of forested land. Land within 14 farms would be affected. The freeway would result in moderate and severe access convenience for five and nine farms, respectively. Access from one non-farm residence would also be severely affected. The facility would traverse 11 streams and rivers, displacing 239,581 square feet of floodplain. Seven roads would require relocation and four roads would be closed. Traffic-generated noise levels would exceed federal standards at several locations, though noise barriers would mitigate some of these impacts. Construction workers would encounter four known hazardous waste sites. Freeway structures would mar visual aesthetics in a largely rural area. 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: 030253, Draft EIS--391 pages and maps, Appendices--373 pages and maps, Map supplement, May 28, 2003 PY - 2003 VL - 3 KW - Roads and Railroads KW - Agency number: FHWA-IL-EIS-00-03-D KW - Air Quality Assessments KW - Bridges KW - Cultural Resources Assessments KW - Economic Assessments KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Rivers KW - Roads KW - Safety KW - Section 404(b) Statements KW - Socioeconomic Assessments KW - Streams KW - Transportation KW - Vegetation Surveys KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Illinois KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36383920?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-05-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=U.S.+ROUTE+20+%28FAP+301%29%2C+FROM+ILLINOIS+ROUTE+84+NORTH+OF+GALENA+TO+BOLTON+ROAD+NORTHWEST+OF+FREEPORT+IN+JO+DAVIESS+AND+STEPHENSON+COUNTIES%2C+ILLINOIS.&rft.title=U.S.+ROUTE+20+%28FAP+301%29%2C+FROM+ILLINOIS+ROUTE+84+NORTH+OF+GALENA+TO+BOLTON+ROAD+NORTHWEST+OF+FREEPORT+IN+JO+DAVIESS+AND+STEPHENSON+COUNTIES%2C+ILLINOIS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Springfield, Illinois; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: May 28, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - U.S. ROUTE 20 (FAP 301), FROM ILLINOIS ROUTE 84 NORTH OF GALENA TO BOLTON ROAD NORTHWEST OF FREEPORT IN JO DAVIESS AND STEPHENSON COUNTIES, ILLINOIS. [Part 6 of 12] T2 - U.S. ROUTE 20 (FAP 301), FROM ILLINOIS ROUTE 84 NORTH OF GALENA TO BOLTON ROAD NORTHWEST OF FREEPORT IN JO DAVIESS AND STEPHENSON COUNTIES, ILLINOIS. AN - 36382751; 10130-030253_0006 AB - PURPOSE: The construction of US 20 (Federal-Aid Primary Route 301), a 50-mile facility extending from Illinois Route 84 northwest of the city of Galena to Bolton Road northwest of the city of Freeport in Jo Daviess and Stephenson counties, Illinois is proposed. The counties are continuing to experience strong commercial and residential growth, particularly near Galena and the Galena Territory. In addition to the No Action Alternative (Alternative 1), this draft addresses 12 action alternatives, two expressway and 10 freeway alternatives, each of which would be developed as a multi-lane facility. Alternative 2, to be known as the Long Hollow Freeway has been identified as the preferred alternative. The four-lane freeway would Traffic on opposing travel lanes of the freeway would be separated by a median with a width of 54 to 84 feet. Access, including access to and from all state marked highways, would be provided via interchanges. All county roads and most township roads would be traversed via grade separation structures. Frontage roads would provide access to existing homes, farmsteads, commercial and industrial operations, and service drives. POSITIVE IMPACTS: The project would provide high-type highway, with an appropriate connection to the four-lane facility west of Route 84 and extending 50 miles to the east, connecting to a previously approved four-lane facility northwest of Freeport. As a result, the proposed action would integrate the needs of increased development, system capacity, travel safety, community access, and system continuity. The project would contribute significantly to regional economic growth. NEGATIVE IMPACTS: Rights-of-way requirements would displace 2,784 acres of land, resulting in the displacement of nine non-farm and 25 farm residences and three commercial buildings as well as 2,530 acres of farmland, 3.65 acres of wetlands, and 274 acres of forested land. Land within 14 farms would be affected. The freeway would result in moderate and severe access convenience for five and nine farms, respectively. Access from one non-farm residence would also be severely affected. The facility would traverse 11 streams and rivers, displacing 239,581 square feet of floodplain. Seven roads would require relocation and four roads would be closed. Traffic-generated noise levels would exceed federal standards at several locations, though noise barriers would mitigate some of these impacts. Construction workers would encounter four known hazardous waste sites. Freeway structures would mar visual aesthetics in a largely rural area. 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: 030253, Draft EIS--391 pages and maps, Appendices--373 pages and maps, Map supplement, May 28, 2003 PY - 2003 VL - 6 KW - Roads and Railroads KW - Agency number: FHWA-IL-EIS-00-03-D KW - Air Quality Assessments KW - Bridges KW - Cultural Resources Assessments KW - Economic Assessments KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Rivers KW - Roads KW - Safety KW - Section 404(b) Statements KW - Socioeconomic Assessments KW - Streams KW - Transportation KW - Vegetation Surveys KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Illinois KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36382751?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-05-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=U.S.+ROUTE+20+%28FAP+301%29%2C+FROM+ILLINOIS+ROUTE+84+NORTH+OF+GALENA+TO+BOLTON+ROAD+NORTHWEST+OF+FREEPORT+IN+JO+DAVIESS+AND+STEPHENSON+COUNTIES%2C+ILLINOIS.&rft.title=U.S.+ROUTE+20+%28FAP+301%29%2C+FROM+ILLINOIS+ROUTE+84+NORTH+OF+GALENA+TO+BOLTON+ROAD+NORTHWEST+OF+FREEPORT+IN+JO+DAVIESS+AND+STEPHENSON+COUNTIES%2C+ILLINOIS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Springfield, Illinois; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: May 28, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - U.S. ROUTE 20 (FAP 301), FROM ILLINOIS ROUTE 84 NORTH OF GALENA TO BOLTON ROAD NORTHWEST OF FREEPORT IN JO DAVIESS AND STEPHENSON COUNTIES, ILLINOIS. [Part 9 of 12] T2 - U.S. ROUTE 20 (FAP 301), FROM ILLINOIS ROUTE 84 NORTH OF GALENA TO BOLTON ROAD NORTHWEST OF FREEPORT IN JO DAVIESS AND STEPHENSON COUNTIES, ILLINOIS. AN - 36382580; 10130-030253_0009 AB - PURPOSE: The construction of US 20 (Federal-Aid Primary Route 301), a 50-mile facility extending from Illinois Route 84 northwest of the city of Galena to Bolton Road northwest of the city of Freeport in Jo Daviess and Stephenson counties, Illinois is proposed. The counties are continuing to experience strong commercial and residential growth, particularly near Galena and the Galena Territory. In addition to the No Action Alternative (Alternative 1), this draft addresses 12 action alternatives, two expressway and 10 freeway alternatives, each of which would be developed as a multi-lane facility. Alternative 2, to be known as the Long Hollow Freeway has been identified as the preferred alternative. The four-lane freeway would Traffic on opposing travel lanes of the freeway would be separated by a median with a width of 54 to 84 feet. Access, including access to and from all state marked highways, would be provided via interchanges. All county roads and most township roads would be traversed via grade separation structures. Frontage roads would provide access to existing homes, farmsteads, commercial and industrial operations, and service drives. POSITIVE IMPACTS: The project would provide high-type highway, with an appropriate connection to the four-lane facility west of Route 84 and extending 50 miles to the east, connecting to a previously approved four-lane facility northwest of Freeport. As a result, the proposed action would integrate the needs of increased development, system capacity, travel safety, community access, and system continuity. The project would contribute significantly to regional economic growth. NEGATIVE IMPACTS: Rights-of-way requirements would displace 2,784 acres of land, resulting in the displacement of nine non-farm and 25 farm residences and three commercial buildings as well as 2,530 acres of farmland, 3.65 acres of wetlands, and 274 acres of forested land. Land within 14 farms would be affected. The freeway would result in moderate and severe access convenience for five and nine farms, respectively. Access from one non-farm residence would also be severely affected. The facility would traverse 11 streams and rivers, displacing 239,581 square feet of floodplain. Seven roads would require relocation and four roads would be closed. Traffic-generated noise levels would exceed federal standards at several locations, though noise barriers would mitigate some of these impacts. Construction workers would encounter four known hazardous waste sites. Freeway structures would mar visual aesthetics in a largely rural area. 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: 030253, Draft EIS--391 pages and maps, Appendices--373 pages and maps, Map supplement, May 28, 2003 PY - 2003 VL - 9 KW - Roads and Railroads KW - Agency number: FHWA-IL-EIS-00-03-D KW - Air Quality Assessments KW - Bridges KW - Cultural Resources Assessments KW - Economic Assessments KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Rivers KW - Roads KW - Safety KW - Section 404(b) Statements KW - Socioeconomic Assessments KW - Streams KW - Transportation KW - Vegetation Surveys KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Illinois KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36382580?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-05-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=U.S.+ROUTE+20+%28FAP+301%29%2C+FROM+ILLINOIS+ROUTE+84+NORTH+OF+GALENA+TO+BOLTON+ROAD+NORTHWEST+OF+FREEPORT+IN+JO+DAVIESS+AND+STEPHENSON+COUNTIES%2C+ILLINOIS.&rft.title=U.S.+ROUTE+20+%28FAP+301%29%2C+FROM+ILLINOIS+ROUTE+84+NORTH+OF+GALENA+TO+BOLTON+ROAD+NORTHWEST+OF+FREEPORT+IN+JO+DAVIESS+AND+STEPHENSON+COUNTIES%2C+ILLINOIS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Springfield, Illinois; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: May 28, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - U.S. ROUTE 20 (FAP 301), FROM ILLINOIS ROUTE 84 NORTH OF GALENA TO BOLTON ROAD NORTHWEST OF FREEPORT IN JO DAVIESS AND STEPHENSON COUNTIES, ILLINOIS. [Part 5 of 12] T2 - U.S. ROUTE 20 (FAP 301), FROM ILLINOIS ROUTE 84 NORTH OF GALENA TO BOLTON ROAD NORTHWEST OF FREEPORT IN JO DAVIESS AND STEPHENSON COUNTIES, ILLINOIS. AN - 36382569; 10130-030253_0005 AB - PURPOSE: The construction of US 20 (Federal-Aid Primary Route 301), a 50-mile facility extending from Illinois Route 84 northwest of the city of Galena to Bolton Road northwest of the city of Freeport in Jo Daviess and Stephenson counties, Illinois is proposed. The counties are continuing to experience strong commercial and residential growth, particularly near Galena and the Galena Territory. In addition to the No Action Alternative (Alternative 1), this draft addresses 12 action alternatives, two expressway and 10 freeway alternatives, each of which would be developed as a multi-lane facility. Alternative 2, to be known as the Long Hollow Freeway has been identified as the preferred alternative. The four-lane freeway would Traffic on opposing travel lanes of the freeway would be separated by a median with a width of 54 to 84 feet. Access, including access to and from all state marked highways, would be provided via interchanges. All county roads and most township roads would be traversed via grade separation structures. Frontage roads would provide access to existing homes, farmsteads, commercial and industrial operations, and service drives. POSITIVE IMPACTS: The project would provide high-type highway, with an appropriate connection to the four-lane facility west of Route 84 and extending 50 miles to the east, connecting to a previously approved four-lane facility northwest of Freeport. As a result, the proposed action would integrate the needs of increased development, system capacity, travel safety, community access, and system continuity. The project would contribute significantly to regional economic growth. NEGATIVE IMPACTS: Rights-of-way requirements would displace 2,784 acres of land, resulting in the displacement of nine non-farm and 25 farm residences and three commercial buildings as well as 2,530 acres of farmland, 3.65 acres of wetlands, and 274 acres of forested land. Land within 14 farms would be affected. The freeway would result in moderate and severe access convenience for five and nine farms, respectively. Access from one non-farm residence would also be severely affected. The facility would traverse 11 streams and rivers, displacing 239,581 square feet of floodplain. Seven roads would require relocation and four roads would be closed. Traffic-generated noise levels would exceed federal standards at several locations, though noise barriers would mitigate some of these impacts. Construction workers would encounter four known hazardous waste sites. Freeway structures would mar visual aesthetics in a largely rural area. 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: 030253, Draft EIS--391 pages and maps, Appendices--373 pages and maps, Map supplement, May 28, 2003 PY - 2003 VL - 5 KW - Roads and Railroads KW - Agency number: FHWA-IL-EIS-00-03-D KW - Air Quality Assessments KW - Bridges KW - Cultural Resources Assessments KW - Economic Assessments KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Rivers KW - Roads KW - Safety KW - Section 404(b) Statements KW - Socioeconomic Assessments KW - Streams KW - Transportation KW - Vegetation Surveys KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Illinois KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36382569?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-05-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=U.S.+ROUTE+20+%28FAP+301%29%2C+FROM+ILLINOIS+ROUTE+84+NORTH+OF+GALENA+TO+BOLTON+ROAD+NORTHWEST+OF+FREEPORT+IN+JO+DAVIESS+AND+STEPHENSON+COUNTIES%2C+ILLINOIS.&rft.title=U.S.+ROUTE+20+%28FAP+301%29%2C+FROM+ILLINOIS+ROUTE+84+NORTH+OF+GALENA+TO+BOLTON+ROAD+NORTHWEST+OF+FREEPORT+IN+JO+DAVIESS+AND+STEPHENSON+COUNTIES%2C+ILLINOIS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Springfield, Illinois; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: May 28, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - U.S. ROUTE 20 (FAP 301), FROM ILLINOIS ROUTE 84 NORTH OF GALENA TO BOLTON ROAD NORTHWEST OF FREEPORT IN JO DAVIESS AND STEPHENSON COUNTIES, ILLINOIS. [Part 12 of 12] T2 - U.S. ROUTE 20 (FAP 301), FROM ILLINOIS ROUTE 84 NORTH OF GALENA TO BOLTON ROAD NORTHWEST OF FREEPORT IN JO DAVIESS AND STEPHENSON COUNTIES, ILLINOIS. AN - 36381391; 10130-030253_0012 AB - PURPOSE: The construction of US 20 (Federal-Aid Primary Route 301), a 50-mile facility extending from Illinois Route 84 northwest of the city of Galena to Bolton Road northwest of the city of Freeport in Jo Daviess and Stephenson counties, Illinois is proposed. The counties are continuing to experience strong commercial and residential growth, particularly near Galena and the Galena Territory. In addition to the No Action Alternative (Alternative 1), this draft addresses 12 action alternatives, two expressway and 10 freeway alternatives, each of which would be developed as a multi-lane facility. Alternative 2, to be known as the Long Hollow Freeway has been identified as the preferred alternative. The four-lane freeway would Traffic on opposing travel lanes of the freeway would be separated by a median with a width of 54 to 84 feet. Access, including access to and from all state marked highways, would be provided via interchanges. All county roads and most township roads would be traversed via grade separation structures. Frontage roads would provide access to existing homes, farmsteads, commercial and industrial operations, and service drives. POSITIVE IMPACTS: The project would provide high-type highway, with an appropriate connection to the four-lane facility west of Route 84 and extending 50 miles to the east, connecting to a previously approved four-lane facility northwest of Freeport. As a result, the proposed action would integrate the needs of increased development, system capacity, travel safety, community access, and system continuity. The project would contribute significantly to regional economic growth. NEGATIVE IMPACTS: Rights-of-way requirements would displace 2,784 acres of land, resulting in the displacement of nine non-farm and 25 farm residences and three commercial buildings as well as 2,530 acres of farmland, 3.65 acres of wetlands, and 274 acres of forested land. Land within 14 farms would be affected. The freeway would result in moderate and severe access convenience for five and nine farms, respectively. Access from one non-farm residence would also be severely affected. The facility would traverse 11 streams and rivers, displacing 239,581 square feet of floodplain. Seven roads would require relocation and four roads would be closed. Traffic-generated noise levels would exceed federal standards at several locations, though noise barriers would mitigate some of these impacts. Construction workers would encounter four known hazardous waste sites. Freeway structures would mar visual aesthetics in a largely rural area. 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: 030253, Draft EIS--391 pages and maps, Appendices--373 pages and maps, Map supplement, May 28, 2003 PY - 2003 VL - 12 KW - Roads and Railroads KW - Agency number: FHWA-IL-EIS-00-03-D KW - Air Quality Assessments KW - Bridges KW - Cultural Resources Assessments KW - Economic Assessments KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Rivers KW - Roads KW - Safety KW - Section 404(b) Statements KW - Socioeconomic Assessments KW - Streams KW - Transportation KW - Vegetation Surveys KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Illinois KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36381391?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-05-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=U.S.+ROUTE+20+%28FAP+301%29%2C+FROM+ILLINOIS+ROUTE+84+NORTH+OF+GALENA+TO+BOLTON+ROAD+NORTHWEST+OF+FREEPORT+IN+JO+DAVIESS+AND+STEPHENSON+COUNTIES%2C+ILLINOIS.&rft.title=U.S.+ROUTE+20+%28FAP+301%29%2C+FROM+ILLINOIS+ROUTE+84+NORTH+OF+GALENA+TO+BOLTON+ROAD+NORTHWEST+OF+FREEPORT+IN+JO+DAVIESS+AND+STEPHENSON+COUNTIES%2C+ILLINOIS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Springfield, Illinois; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: May 28, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - U.S. ROUTE 20 (FAP 301), FROM ILLINOIS ROUTE 84 NORTH OF GALENA TO BOLTON ROAD NORTHWEST OF FREEPORT IN JO DAVIESS AND STEPHENSON COUNTIES, ILLINOIS. [Part 11 of 12] T2 - U.S. ROUTE 20 (FAP 301), FROM ILLINOIS ROUTE 84 NORTH OF GALENA TO BOLTON ROAD NORTHWEST OF FREEPORT IN JO DAVIESS AND STEPHENSON COUNTIES, ILLINOIS. AN - 36381193; 10130-030253_0011 AB - PURPOSE: The construction of US 20 (Federal-Aid Primary Route 301), a 50-mile facility extending from Illinois Route 84 northwest of the city of Galena to Bolton Road northwest of the city of Freeport in Jo Daviess and Stephenson counties, Illinois is proposed. The counties are continuing to experience strong commercial and residential growth, particularly near Galena and the Galena Territory. In addition to the No Action Alternative (Alternative 1), this draft addresses 12 action alternatives, two expressway and 10 freeway alternatives, each of which would be developed as a multi-lane facility. Alternative 2, to be known as the Long Hollow Freeway has been identified as the preferred alternative. The four-lane freeway would Traffic on opposing travel lanes of the freeway would be separated by a median with a width of 54 to 84 feet. Access, including access to and from all state marked highways, would be provided via interchanges. All county roads and most township roads would be traversed via grade separation structures. Frontage roads would provide access to existing homes, farmsteads, commercial and industrial operations, and service drives. POSITIVE IMPACTS: The project would provide high-type highway, with an appropriate connection to the four-lane facility west of Route 84 and extending 50 miles to the east, connecting to a previously approved four-lane facility northwest of Freeport. As a result, the proposed action would integrate the needs of increased development, system capacity, travel safety, community access, and system continuity. The project would contribute significantly to regional economic growth. NEGATIVE IMPACTS: Rights-of-way requirements would displace 2,784 acres of land, resulting in the displacement of nine non-farm and 25 farm residences and three commercial buildings as well as 2,530 acres of farmland, 3.65 acres of wetlands, and 274 acres of forested land. Land within 14 farms would be affected. The freeway would result in moderate and severe access convenience for five and nine farms, respectively. Access from one non-farm residence would also be severely affected. The facility would traverse 11 streams and rivers, displacing 239,581 square feet of floodplain. Seven roads would require relocation and four roads would be closed. Traffic-generated noise levels would exceed federal standards at several locations, though noise barriers would mitigate some of these impacts. Construction workers would encounter four known hazardous waste sites. Freeway structures would mar visual aesthetics in a largely rural area. 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: 030253, Draft EIS--391 pages and maps, Appendices--373 pages and maps, Map supplement, May 28, 2003 PY - 2003 VL - 11 KW - Roads and Railroads KW - Agency number: FHWA-IL-EIS-00-03-D KW - Air Quality Assessments KW - Bridges KW - Cultural Resources Assessments KW - Economic Assessments KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Rivers KW - Roads KW - Safety KW - Section 404(b) Statements KW - Socioeconomic Assessments KW - Streams KW - Transportation KW - Vegetation Surveys KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Illinois KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36381193?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-05-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=U.S.+ROUTE+20+%28FAP+301%29%2C+FROM+ILLINOIS+ROUTE+84+NORTH+OF+GALENA+TO+BOLTON+ROAD+NORTHWEST+OF+FREEPORT+IN+JO+DAVIESS+AND+STEPHENSON+COUNTIES%2C+ILLINOIS.&rft.title=U.S.+ROUTE+20+%28FAP+301%29%2C+FROM+ILLINOIS+ROUTE+84+NORTH+OF+GALENA+TO+BOLTON+ROAD+NORTHWEST+OF+FREEPORT+IN+JO+DAVIESS+AND+STEPHENSON+COUNTIES%2C+ILLINOIS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Springfield, Illinois; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: May 28, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - U.S. ROUTE 20 (FAP 301), FROM ILLINOIS ROUTE 84 NORTH OF GALENA TO BOLTON ROAD NORTHWEST OF FREEPORT IN JO DAVIESS AND STEPHENSON COUNTIES, ILLINOIS. [Part 4 of 12] T2 - U.S. ROUTE 20 (FAP 301), FROM ILLINOIS ROUTE 84 NORTH OF GALENA TO BOLTON ROAD NORTHWEST OF FREEPORT IN JO DAVIESS AND STEPHENSON COUNTIES, ILLINOIS. AN - 36373090; 10130-030253_0004 AB - PURPOSE: The construction of US 20 (Federal-Aid Primary Route 301), a 50-mile facility extending from Illinois Route 84 northwest of the city of Galena to Bolton Road northwest of the city of Freeport in Jo Daviess and Stephenson counties, Illinois is proposed. The counties are continuing to experience strong commercial and residential growth, particularly near Galena and the Galena Territory. In addition to the No Action Alternative (Alternative 1), this draft addresses 12 action alternatives, two expressway and 10 freeway alternatives, each of which would be developed as a multi-lane facility. Alternative 2, to be known as the Long Hollow Freeway has been identified as the preferred alternative. The four-lane freeway would Traffic on opposing travel lanes of the freeway would be separated by a median with a width of 54 to 84 feet. Access, including access to and from all state marked highways, would be provided via interchanges. All county roads and most township roads would be traversed via grade separation structures. Frontage roads would provide access to existing homes, farmsteads, commercial and industrial operations, and service drives. POSITIVE IMPACTS: The project would provide high-type highway, with an appropriate connection to the four-lane facility west of Route 84 and extending 50 miles to the east, connecting to a previously approved four-lane facility northwest of Freeport. As a result, the proposed action would integrate the needs of increased development, system capacity, travel safety, community access, and system continuity. The project would contribute significantly to regional economic growth. NEGATIVE IMPACTS: Rights-of-way requirements would displace 2,784 acres of land, resulting in the displacement of nine non-farm and 25 farm residences and three commercial buildings as well as 2,530 acres of farmland, 3.65 acres of wetlands, and 274 acres of forested land. Land within 14 farms would be affected. The freeway would result in moderate and severe access convenience for five and nine farms, respectively. Access from one non-farm residence would also be severely affected. The facility would traverse 11 streams and rivers, displacing 239,581 square feet of floodplain. Seven roads would require relocation and four roads would be closed. Traffic-generated noise levels would exceed federal standards at several locations, though noise barriers would mitigate some of these impacts. Construction workers would encounter four known hazardous waste sites. Freeway structures would mar visual aesthetics in a largely rural area. 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: 030253, Draft EIS--391 pages and maps, Appendices--373 pages and maps, Map supplement, May 28, 2003 PY - 2003 VL - 4 KW - Roads and Railroads KW - Agency number: FHWA-IL-EIS-00-03-D KW - Air Quality Assessments KW - Bridges KW - Cultural Resources Assessments KW - Economic Assessments KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Rivers KW - Roads KW - Safety KW - Section 404(b) Statements KW - Socioeconomic Assessments KW - Streams KW - Transportation KW - Vegetation Surveys KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Illinois KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36373090?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-05-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=U.S.+ROUTE+20+%28FAP+301%29%2C+FROM+ILLINOIS+ROUTE+84+NORTH+OF+GALENA+TO+BOLTON+ROAD+NORTHWEST+OF+FREEPORT+IN+JO+DAVIESS+AND+STEPHENSON+COUNTIES%2C+ILLINOIS.&rft.title=U.S.+ROUTE+20+%28FAP+301%29%2C+FROM+ILLINOIS+ROUTE+84+NORTH+OF+GALENA+TO+BOLTON+ROAD+NORTHWEST+OF+FREEPORT+IN+JO+DAVIESS+AND+STEPHENSON+COUNTIES%2C+ILLINOIS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Springfield, Illinois; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: May 28, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - U.S. ROUTE 20 (FAP 301), FROM ILLINOIS ROUTE 84 NORTH OF GALENA TO BOLTON ROAD NORTHWEST OF FREEPORT IN JO DAVIESS AND STEPHENSON COUNTIES, ILLINOIS. [Part 8 of 12] T2 - U.S. ROUTE 20 (FAP 301), FROM ILLINOIS ROUTE 84 NORTH OF GALENA TO BOLTON ROAD NORTHWEST OF FREEPORT IN JO DAVIESS AND STEPHENSON COUNTIES, ILLINOIS. AN - 36371934; 10130-030253_0008 AB - PURPOSE: The construction of US 20 (Federal-Aid Primary Route 301), a 50-mile facility extending from Illinois Route 84 northwest of the city of Galena to Bolton Road northwest of the city of Freeport in Jo Daviess and Stephenson counties, Illinois is proposed. The counties are continuing to experience strong commercial and residential growth, particularly near Galena and the Galena Territory. In addition to the No Action Alternative (Alternative 1), this draft addresses 12 action alternatives, two expressway and 10 freeway alternatives, each of which would be developed as a multi-lane facility. Alternative 2, to be known as the Long Hollow Freeway has been identified as the preferred alternative. The four-lane freeway would Traffic on opposing travel lanes of the freeway would be separated by a median with a width of 54 to 84 feet. Access, including access to and from all state marked highways, would be provided via interchanges. All county roads and most township roads would be traversed via grade separation structures. Frontage roads would provide access to existing homes, farmsteads, commercial and industrial operations, and service drives. POSITIVE IMPACTS: The project would provide high-type highway, with an appropriate connection to the four-lane facility west of Route 84 and extending 50 miles to the east, connecting to a previously approved four-lane facility northwest of Freeport. As a result, the proposed action would integrate the needs of increased development, system capacity, travel safety, community access, and system continuity. The project would contribute significantly to regional economic growth. NEGATIVE IMPACTS: Rights-of-way requirements would displace 2,784 acres of land, resulting in the displacement of nine non-farm and 25 farm residences and three commercial buildings as well as 2,530 acres of farmland, 3.65 acres of wetlands, and 274 acres of forested land. Land within 14 farms would be affected. The freeway would result in moderate and severe access convenience for five and nine farms, respectively. Access from one non-farm residence would also be severely affected. The facility would traverse 11 streams and rivers, displacing 239,581 square feet of floodplain. Seven roads would require relocation and four roads would be closed. Traffic-generated noise levels would exceed federal standards at several locations, though noise barriers would mitigate some of these impacts. Construction workers would encounter four known hazardous waste sites. Freeway structures would mar visual aesthetics in a largely rural area. 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: 030253, Draft EIS--391 pages and maps, Appendices--373 pages and maps, Map supplement, May 28, 2003 PY - 2003 VL - 8 KW - Roads and Railroads KW - Agency number: FHWA-IL-EIS-00-03-D KW - Air Quality Assessments KW - Bridges KW - Cultural Resources Assessments KW - Economic Assessments KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Rivers KW - Roads KW - Safety KW - Section 404(b) Statements KW - Socioeconomic Assessments KW - Streams KW - Transportation KW - Vegetation Surveys KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Illinois KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36371934?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-05-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=U.S.+ROUTE+20+%28FAP+301%29%2C+FROM+ILLINOIS+ROUTE+84+NORTH+OF+GALENA+TO+BOLTON+ROAD+NORTHWEST+OF+FREEPORT+IN+JO+DAVIESS+AND+STEPHENSON+COUNTIES%2C+ILLINOIS.&rft.title=U.S.+ROUTE+20+%28FAP+301%29%2C+FROM+ILLINOIS+ROUTE+84+NORTH+OF+GALENA+TO+BOLTON+ROAD+NORTHWEST+OF+FREEPORT+IN+JO+DAVIESS+AND+STEPHENSON+COUNTIES%2C+ILLINOIS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Springfield, Illinois; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: May 28, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - U.S. ROUTE 20 (FAP 301), FROM ILLINOIS ROUTE 84 NORTH OF GALENA TO BOLTON ROAD NORTHWEST OF FREEPORT IN JO DAVIESS AND STEPHENSON COUNTIES, ILLINOIS. [Part 1 of 1] T2 - U.S. ROUTE 20 (FAP 301), FROM ILLINOIS ROUTE 84 NORTH OF GALENA TO BOLTON ROAD NORTHWEST OF FREEPORT IN JO DAVIESS AND STEPHENSON COUNTIES, ILLINOIS. AN - 36370139; 11307-040568_0001 AB - PURPOSE: The construction of US 20 (Federal-Aid Primary Route 301), a 47-mile facility extending from Illinois Route 84 northwest of the city of Galena to Bolton Road northwest of northwest Freeport in Jo Daviess and Stephenson counties, Illinois is proposed. The counties are continuing to experience strong commercial and residential growth, particularly near Galena and the Galena Territory. In addition to the No Action Alternative (Alternative 1), this draft addresses 12 action alternatives, two expressway and 10 freeway alternatives, each of which would be developed as a multi-lane facility. Alternative 2, to be known as the Long Hollow Freeway has been identified as the preferred alternative. The four-lane freeway traffic on opposing travel lanes of the freeway would be separated by a median with a width of 54 to 84 feet. Access, including access to and from all state marked highways, would be provided via interchanges. All county roads and most township roads would be traversed via grade separation structures. Frontage roads would provide access to existing homes, farmsteads, commercial and industrial operations, and service drives. POSITIVE IMPACTS: The project would provide high-type highway, with an appropriate connection to the four-lane facility west of Route 84 and extending 50 miles to the east, connecting to a previously approved four-lane facility northwest of Freeport. As a result, the proposed action would integrate the needs of increased development, system capacity, travel safety, community access, and system continuity. The project would contribute significantly to regional economic growth. NEGATIVE IMPACTS: Rights-of-way requirements would displace 2,760 acres of land, resulting in the displacement of 34 residences, and 25 farm households containing 103 buildings, residences and three commercial buildings as well as 842 acres of prime farmland, 3.63 acres of wetlands, and 274 acres of forest land, fragmenting habitat for neotropical migratory bird species; mitigation for loss of forested habitat to provide for neotopical migratory birds wetland displacement would be implemented. Severance of 98 farm parcels and 36 landlocked parcels would result in a moderate-to-severe access loss. The facility would traverse 4 streams and rivers longitudinally, degrading visual aesthetics of the Apple River corridor and displacing 240,017 square feet of 112 base 100-year floodplain. Seven roads would require relocation and four roads would be closed. Traffic-generated noise levels would exceed federal standards at several locations, though noise barriers would mitigate some of these impacts. Construction workers would encounter four known hazardous water sites. Freeway structures would mar visual aesthetics in a largely rural area. 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 epa=030253D, Volume 27, Number 4 JF - EPA number: 040568, 241 pages and maps, May 28, 2003 PY - 2003 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-IL-EIS-00-03-DF KW - Air Quality Assessments KW - Birds KW - Bridges KW - Cultural Resources Assessments KW - Economic Assessments KW - Farmlands KW - Forests KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Rivers KW - Roads KW - Safety KW - Section 404(b) Statements KW - Socioeconomic Assessments KW - Streams KW - Transportation KW - Vegetation Surveys KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Illinois KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36370139?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-05-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=U.S.+ROUTE+20+%28FAP+301%29%2C+FROM+ILLINOIS+ROUTE+84+NORTH+OF+GALENA+TO+BOLTON+ROAD+NORTHWEST+OF+FREEPORT+IN+JO+DAVIESS+AND+STEPHENSON+COUNTIES%2C+ILLINOIS.&rft.title=U.S.+ROUTE+20+%28FAP+301%29%2C+FROM+ILLINOIS+ROUTE+84+NORTH+OF+GALENA+TO+BOLTON+ROAD+NORTHWEST+OF+FREEPORT+IN+JO+DAVIESS+AND+STEPHENSON+COUNTIES%2C+ILLINOIS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Springfield, Illinois; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: May 28, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - U.S. ROUTE 20 (FAP 301), FROM ILLINOIS ROUTE 84 NORTH OF GALENA TO BOLTON ROAD NORTHWEST OF FREEPORT IN JO DAVIESS AND STEPHENSON COUNTIES, ILLINOIS. AN - 16359158; 10130 AB - PURPOSE: The construction of US 20 (Federal-Aid Primary Route 301), a 50-mile facility extending from Illinois Route 84 northwest of the city of Galena to Bolton Road northwest of the city of Freeport in Jo Daviess and Stephenson counties, Illinois is proposed. The counties are continuing to experience strong commercial and residential growth, particularly near Galena and the Galena Territory. In addition to the No Action Alternative (Alternative 1), this draft addresses 12 action alternatives, two expressway and 10 freeway alternatives, each of which would be developed as a multi-lane facility. Alternative 2, to be known as the Long Hollow Freeway has been identified as the preferred alternative. The four-lane freeway would Traffic on opposing travel lanes of the freeway would be separated by a median with a width of 54 to 84 feet. Access, including access to and from all state marked highways, would be provided via interchanges. All county roads and most township roads would be traversed via grade separation structures. Frontage roads would provide access to existing homes, farmsteads, commercial and industrial operations, and service drives. POSITIVE IMPACTS: The project would provide high-type highway, with an appropriate connection to the four-lane facility west of Route 84 and extending 50 miles to the east, connecting to a previously approved four-lane facility northwest of Freeport. As a result, the proposed action would integrate the needs of increased development, system capacity, travel safety, community access, and system continuity. The project would contribute significantly to regional economic growth. NEGATIVE IMPACTS: Rights-of-way requirements would displace 2,784 acres of land, resulting in the displacement of nine non-farm and 25 farm residences and three commercial buildings as well as 2,530 acres of farmland, 3.65 acres of wetlands, and 274 acres of forested land. Land within 14 farms would be affected. The freeway would result in moderate and severe access convenience for five and nine farms, respectively. Access from one non-farm residence would also be severely affected. The facility would traverse 11 streams and rivers, displacing 239,581 square feet of floodplain. Seven roads would require relocation and four roads would be closed. Traffic-generated noise levels would exceed federal standards at several locations, though noise barriers would mitigate some of these impacts. Construction workers would encounter four known hazardous waste sites. Freeway structures would mar visual aesthetics in a largely rural area. 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: 030253, Draft EIS--391 pages and maps, Appendices--373 pages and maps, Map supplement, May 28, 2003 PY - 2003 KW - Roads and Railroads KW - Agency number: FHWA-IL-EIS-00-03-D KW - Air Quality Assessments KW - Bridges KW - Cultural Resources Assessments KW - Economic Assessments KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Rivers KW - Roads KW - Safety KW - Section 404(b) Statements KW - Socioeconomic Assessments KW - Streams KW - Transportation KW - Vegetation Surveys KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Illinois KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16359158?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-05-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=U.S.+ROUTE+20+%28FAP+301%29%2C+FROM+ILLINOIS+ROUTE+84+NORTH+OF+GALENA+TO+BOLTON+ROAD+NORTHWEST+OF+FREEPORT+IN+JO+DAVIESS+AND+STEPHENSON+COUNTIES%2C+ILLINOIS.&rft.title=U.S.+ROUTE+20+%28FAP+301%29%2C+FROM+ILLINOIS+ROUTE+84+NORTH+OF+GALENA+TO+BOLTON+ROAD+NORTHWEST+OF+FREEPORT+IN+JO+DAVIESS+AND+STEPHENSON+COUNTIES%2C+ILLINOIS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Springfield, Illinois; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: May 28, 2003 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - PORT PELICAN LLC DEEPWATER PORT LICENSE APPLICATION, GULF OF MEXICO, LOUISIANA. AN - 36420902; 10124 AB - PURPOSE: The issuance of a license for the construction of a deepwater liquefied natural gas (LNG) port to be known as Port Pelican, in Vermilion Lease Block 140 on the outer continental shelf in he Gulf of Mexico offshore of Louisiana is proposed. The deepwater port and associated facilities would consist of a terminal for receipt, storage and regasification of liquefied natural gas, a 37-nautical-mile pipeline to carry natural gas from the terminal to the existing Tiger Shoal A facilities, and an associated anchorage area. The port would include a terminal consisting of two gravity-based structures (GBSs) with LNG storage, process equipment, and ancillary facilities. The terminal would be located approximately 36 miles south southwest of Freshwater City, Louisiana; water at this location is approximately 8 feet deep. The plan would include a recommended vessel route. Port Pelican would deliver natural gas to the US Gulf Coast using existing gas supply and gathering systems in the Gulf and southern Louisiana. The natural gas would then be delivered to shippers using the national pipeline grid through existing interconnections with major interstate and intrastate pipelines. The project would be implemented in two phases. Phase I would include construction of a terminal consisting of two GBSs on which process equipment, a meter /pressure regulation station, utility equipment, and ancillaries would be mounted to provide a nominal throughput of 800 million standard cubic feet per day (SCFD) and a maximum throughput of 1.0 billion SCFD. Each GBS would be a large concrete structure, resting on the seafloor and specially designed and fabricated to provide a safe and secure foundation for the LNG tanks and a supportive deck for vaporizing equipment. Berthing facilities would accommodate two LNG carriers. Phase I would include the construction of the abovementioned pipeline. Phase II would involve modifications to increase maximum throughput of gas to 2.0 SCFD. Commissioning of the terminal would be anticipated in the second quarter of 2006 The port would receive, store, and vaporize LNG and deliver 2.0 billion cubic feet per day of pipeline-quality natural gas. Two location alternatives and a No Action Alternative are considered in this draft EIS. POSITIVE IMPACTS: The port and pipeline would help meet the growing national energy demand, allowing the importation of clean-burning natural gas into the Gulf Coast via the existing natural gas transmission infrastructure in south Louisiana. NEGATIVE IMPACTS: Construction of the terminal and pipeline installation would result in short-term, localized increases in turbidity. Routine offshore operations would release water pollutants throughout the operation of the facility and vessel releases. Accidental spills from the terminal, pipeline, or vessels would result in more significant releases of pollutants. Terminal construction and operation would affect endangered and threatened marine mammals, sea turtles, fish, and migratory birds. Losses of fishing resources and fishing gear could occur from placement of the GBSs and laying of the pipeline. Surficial geological sediments would be disturbed during terminal construction. Creation of a safety zone in the vicinity of the terminal would displace some waters from commercial and recreational fishery uses. Noise emitted by service and cargo vessels would affect their corridors of use. LEGAL MANDATES: Deepwater Port Act of 1974 and Maritime Transportation Security Act of 2002 (33 U.S.C. 1502(9)) JF - EPA number: 030247, 301 pages, May 23, 2003 PY - 2003 KW - Energy KW - Birds KW - Coastal Zones KW - Endangered Species (Animals) KW - Energy Storage KW - Fisheries KW - Fisheries Surveys KW - Geology KW - Harbor Structures KW - Harbors KW - Marine Mammals KW - Natural Gas KW - Noise KW - Pipelines KW - Recreation Resources KW - Ships KW - Storage KW - Terminal Facilities KW - Water Quality KW - Water Quality Assessments KW - Gulf of Mexico KW - Louisiana KW - Deepwater Port Act of 1974, Licensing KW - Maritime Transportation Security Act of 2002, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36420902?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-05-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PORT+PELICAN+LLC+DEEPWATER+PORT+LICENSE+APPLICATION%2C+GULF+OF+MEXICO%2C+LOUISIANA.&rft.title=PORT+PELICAN+LLC+DEEPWATER+PORT+LICENSE+APPLICATION%2C+GULF+OF+MEXICO%2C+LOUISIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Coast Guard, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: May 23, 2003 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 - 36426299; 10120 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 draft 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 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). JF - EPA number: 030243, 356 pages and maps, May 21, 2003 PY - 2003 KW - Roads and Railroads KW - Agency number: FHWA-TX-EIS-02-01-D 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 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36426299?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-05-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EASTERN+EXTENSION+OF+THE+PRESIDENT+GEORGE+BUSH+TURNPIKE%2C+FROM+STATE+HIGHWAY+78+TO+INTERSTATE+HIGHWAY+30%2C+DALLAS+COUNTY%2C+TEXAS.&rft.title=EASTERN+EXTENSION+OF+THE+PRESIDENT+GEORGE+BUSH+TURNPIKE%2C+FROM+STATE+HIGHWAY+78+TO+INTERSTATE+HIGHWAY+30%2C+DALLAS+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 - Draft. Preparation date: May 21, 2003 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 4 of 4] T2 - EASTERN EXTENSION OF THE PRESIDENT GEORGE BUSH TURNPIKE, FROM STATE HIGHWAY 78 TO INTERSTATE HIGHWAY 30, DALLAS COUNTY, TEXAS. AN - 36382783; 10120-030243_0004 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 draft 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 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). JF - EPA number: 030243, 356 pages and maps, May 21, 2003 PY - 2003 VL - 4 KW - Roads and Railroads KW - Agency number: FHWA-TX-EIS-02-01-D 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 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36382783?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-05-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EASTERN+EXTENSION+OF+THE+PRESIDENT+GEORGE+BUSH+TURNPIKE%2C+FROM+STATE+HIGHWAY+78+TO+INTERSTATE+HIGHWAY+30%2C+DALLAS+COUNTY%2C+TEXAS.&rft.title=EASTERN+EXTENSION+OF+THE+PRESIDENT+GEORGE+BUSH+TURNPIKE%2C+FROM+STATE+HIGHWAY+78+TO+INTERSTATE+HIGHWAY+30%2C+DALLAS+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 - Draft. Preparation date: May 21, 2003 N1 - Last updated - 2011-12-16 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 4] T2 - EASTERN EXTENSION OF THE PRESIDENT GEORGE BUSH TURNPIKE, FROM STATE HIGHWAY 78 TO INTERSTATE HIGHWAY 30, DALLAS COUNTY, TEXAS. AN - 36380497; 10120-030243_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 draft 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 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). JF - EPA number: 030243, 356 pages and maps, May 21, 2003 PY - 2003 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-TX-EIS-02-01-D 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 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36380497?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-05-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EASTERN+EXTENSION+OF+THE+PRESIDENT+GEORGE+BUSH+TURNPIKE%2C+FROM+STATE+HIGHWAY+78+TO+INTERSTATE+HIGHWAY+30%2C+DALLAS+COUNTY%2C+TEXAS.&rft.title=EASTERN+EXTENSION+OF+THE+PRESIDENT+GEORGE+BUSH+TURNPIKE%2C+FROM+STATE+HIGHWAY+78+TO+INTERSTATE+HIGHWAY+30%2C+DALLAS+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 - Draft. Preparation date: May 21, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EASTERN EXTENSION OF THE PRESIDENT GEORGE BUSH TURNPIKE, FROM STATE HIGHWAY 78 TO INTERSTATE HIGHWAY 30, DALLAS COUNTY, TEXAS. [Part 2 of 4] T2 - EASTERN EXTENSION OF THE PRESIDENT GEORGE BUSH TURNPIKE, FROM STATE HIGHWAY 78 TO INTERSTATE HIGHWAY 30, DALLAS COUNTY, TEXAS. AN - 36380468; 10120-030243_0002 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 draft 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 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). JF - EPA number: 030243, 356 pages and maps, May 21, 2003 PY - 2003 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-TX-EIS-02-01-D 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 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36380468?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-05-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EASTERN+EXTENSION+OF+THE+PRESIDENT+GEORGE+BUSH+TURNPIKE%2C+FROM+STATE+HIGHWAY+78+TO+INTERSTATE+HIGHWAY+30%2C+DALLAS+COUNTY%2C+TEXAS.&rft.title=EASTERN+EXTENSION+OF+THE+PRESIDENT+GEORGE+BUSH+TURNPIKE%2C+FROM+STATE+HIGHWAY+78+TO+INTERSTATE+HIGHWAY+30%2C+DALLAS+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 - Draft. Preparation date: May 21, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EASTERN EXTENSION OF THE PRESIDENT GEORGE BUSH TURNPIKE, FROM STATE HIGHWAY 78 TO INTERSTATE HIGHWAY 30, DALLAS COUNTY, TEXAS. [Part 3 of 4] T2 - EASTERN EXTENSION OF THE PRESIDENT GEORGE BUSH TURNPIKE, FROM STATE HIGHWAY 78 TO INTERSTATE HIGHWAY 30, DALLAS COUNTY, TEXAS. AN - 36380291; 10120-030243_0003 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 draft 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 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). JF - EPA number: 030243, 356 pages and maps, May 21, 2003 PY - 2003 VL - 3 KW - Roads and Railroads KW - Agency number: FHWA-TX-EIS-02-01-D 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 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36380291?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-05-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EASTERN+EXTENSION+OF+THE+PRESIDENT+GEORGE+BUSH+TURNPIKE%2C+FROM+STATE+HIGHWAY+78+TO+INTERSTATE+HIGHWAY+30%2C+DALLAS+COUNTY%2C+TEXAS.&rft.title=EASTERN+EXTENSION+OF+THE+PRESIDENT+GEORGE+BUSH+TURNPIKE%2C+FROM+STATE+HIGHWAY+78+TO+INTERSTATE+HIGHWAY+30%2C+DALLAS+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 - Draft. Preparation date: May 21, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MS 475 IMPROVEMENTS, FROM I-20 TO OLD BRANDON ROAD, RANKIN COUNTY, MISSISSIPPI (DPM-0035-01-001/100551/9001000). AN - 36431964; 10118 AB - PURPOSE: The improvement of Mississippi Highway (MH) 475 from interstate 20 (I-20) to Old Brondon Road in Rankin County, Mississippi is proposed. The existing facility is characterized by significant levels of congestion and the associated increased travel times and safety hazards. This situation is particularly daunting for motorists attempting to reach or return from Jackson International Airport. Two alignment alternatives and a No-Build Alternative are considered in this draft EIS. The improvements would begin at the I-20 interchange and continue along the existing MS 475 alignment to a point just south of US 80, where it would shift slightly to the west on a new alignment, then intersect with US 80 and continue in a northerwesterly direction to Old Bradon Road. Following its intersection with Old Brandon Road, the roadway would merge with existing MS 475. Construction and rights-of-way costs are estimated at $72.0 million and $16.5 million, respectively. POSITIVE IMPACTS: The proposed improvements to MS 475 would bring the facility up to interstate freeway standards between I-20 and Airport Parkway; provide free-flow directional movements and local access at I-20, maintain local access between I-20 and US 80, remain largely within existing rights-of-way; remove Old Brandon Road, Airport Road, and International Boulevard from the airport clear zone; provide free-flow access to and from the MS 475 freeway from MS 475 North and MS 475 South, to International Boulevard outside the airport clear zone, and into and out of Jackson International Airport at Old Brandon Road; provide an acceptable level of service and acceptable weave conditions. NEGATIVE IMPACTS: Rights-of-way development would affect 7.55 acres of wetlands and 4,010 linear feet of stream. Though the federally protected bald eagle, Gulf sturgeon, ringed sawback turtle, and Louisiana black bear occur in the project area, none of these species were observed during the field survey of the project corridor. One hazardous material site, the Conoco Super Stop gas station, would lie within the construction corridor; this facility would be relocated if the project were implemented. In addition to the gas station, the project would displace a motel currently under construction. Traffic-generated noise levels would exceed federal standards at five occupied facilities; however, none of the affected facilities would experience a substantial increase of 15 decibels or higher. 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: 030241, 221 pages, May 19, 2003 PY - 2003 KW - Roads and Railroads KW - Agency number: FHWA-MS-EIS-03-01-D KW - Airports KW - Air Quality Assessments KW - Archaeological Sites Surveys KW - Birds KW - Endangered Species (Animals) KW - Fish KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites Surveys KW - Noise Assessments KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Transportation KW - Wetlands KW - Wildlife Surveys KW - Mississippi KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36431964?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-05-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MS+475+IMPROVEMENTS%2C+FROM+I-20+TO+OLD+BRANDON+ROAD%2C+RANKIN+COUNTY%2C+MISSISSIPPI+%28DPM-0035-01-001%2F100551%2F9001000%29.&rft.title=MS+475+IMPROVEMENTS%2C+FROM+I-20+TO+OLD+BRANDON+ROAD%2C+RANKIN+COUNTY%2C+MISSISSIPPI+%28DPM-0035-01-001%2F100551%2F9001000%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Jackson, Mississippi; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: May 19, 2003 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - MS 475 IMPROVEMENTS, FROM I-20 TO OLD BRANDON ROAD, RANKIN COUNTY, MISSISSIPPI (DPM-0035-01-001/100551/9001000). [Part 2 of 2] T2 - MS 475 IMPROVEMENTS, FROM I-20 TO OLD BRANDON ROAD, RANKIN COUNTY, MISSISSIPPI (DPM-0035-01-001/100551/9001000). AN - 36370021; 10118-030241_0002 AB - PURPOSE: The improvement of Mississippi Highway (MH) 475 from interstate 20 (I-20) to Old Brondon Road in Rankin County, Mississippi is proposed. The existing facility is characterized by significant levels of congestion and the associated increased travel times and safety hazards. This situation is particularly daunting for motorists attempting to reach or return from Jackson International Airport. Two alignment alternatives and a No-Build Alternative are considered in this draft EIS. The improvements would begin at the I-20 interchange and continue along the existing MS 475 alignment to a point just south of US 80, where it would shift slightly to the west on a new alignment, then intersect with US 80 and continue in a northerwesterly direction to Old Bradon Road. Following its intersection with Old Brandon Road, the roadway would merge with existing MS 475. Construction and rights-of-way costs are estimated at $72.0 million and $16.5 million, respectively. POSITIVE IMPACTS: The proposed improvements to MS 475 would bring the facility up to interstate freeway standards between I-20 and Airport Parkway; provide free-flow directional movements and local access at I-20, maintain local access between I-20 and US 80, remain largely within existing rights-of-way; remove Old Brandon Road, Airport Road, and International Boulevard from the airport clear zone; provide free-flow access to and from the MS 475 freeway from MS 475 North and MS 475 South, to International Boulevard outside the airport clear zone, and into and out of Jackson International Airport at Old Brandon Road; provide an acceptable level of service and acceptable weave conditions. NEGATIVE IMPACTS: Rights-of-way development would affect 7.55 acres of wetlands and 4,010 linear feet of stream. Though the federally protected bald eagle, Gulf sturgeon, ringed sawback turtle, and Louisiana black bear occur in the project area, none of these species were observed during the field survey of the project corridor. One hazardous material site, the Conoco Super Stop gas station, would lie within the construction corridor; this facility would be relocated if the project were implemented. In addition to the gas station, the project would displace a motel currently under construction. Traffic-generated noise levels would exceed federal standards at five occupied facilities; however, none of the affected facilities would experience a substantial increase of 15 decibels or higher. 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: 030241, 221 pages, May 19, 2003 PY - 2003 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-MS-EIS-03-01-D KW - Airports KW - Air Quality Assessments KW - Archaeological Sites Surveys KW - Birds KW - Endangered Species (Animals) KW - Fish KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites Surveys KW - Noise Assessments KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Transportation KW - Wetlands KW - Wildlife Surveys KW - Mississippi KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36370021?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-05-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MS+475+IMPROVEMENTS%2C+FROM+I-20+TO+OLD+BRANDON+ROAD%2C+RANKIN+COUNTY%2C+MISSISSIPPI+%28DPM-0035-01-001%2F100551%2F9001000%29.&rft.title=MS+475+IMPROVEMENTS%2C+FROM+I-20+TO+OLD+BRANDON+ROAD%2C+RANKIN+COUNTY%2C+MISSISSIPPI+%28DPM-0035-01-001%2F100551%2F9001000%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Jackson, Mississippi; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: May 19, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MS 475 IMPROVEMENTS, FROM I-20 TO OLD BRANDON ROAD, RANKIN COUNTY, MISSISSIPPI (DPM-0035-01-001/100551/9001000). [Part 1 of 2] T2 - MS 475 IMPROVEMENTS, FROM I-20 TO OLD BRANDON ROAD, RANKIN COUNTY, MISSISSIPPI (DPM-0035-01-001/100551/9001000). AN - 36369989; 10118-030241_0001 AB - PURPOSE: The improvement of Mississippi Highway (MH) 475 from interstate 20 (I-20) to Old Brondon Road in Rankin County, Mississippi is proposed. The existing facility is characterized by significant levels of congestion and the associated increased travel times and safety hazards. This situation is particularly daunting for motorists attempting to reach or return from Jackson International Airport. Two alignment alternatives and a No-Build Alternative are considered in this draft EIS. The improvements would begin at the I-20 interchange and continue along the existing MS 475 alignment to a point just south of US 80, where it would shift slightly to the west on a new alignment, then intersect with US 80 and continue in a northerwesterly direction to Old Bradon Road. Following its intersection with Old Brandon Road, the roadway would merge with existing MS 475. Construction and rights-of-way costs are estimated at $72.0 million and $16.5 million, respectively. POSITIVE IMPACTS: The proposed improvements to MS 475 would bring the facility up to interstate freeway standards between I-20 and Airport Parkway; provide free-flow directional movements and local access at I-20, maintain local access between I-20 and US 80, remain largely within existing rights-of-way; remove Old Brandon Road, Airport Road, and International Boulevard from the airport clear zone; provide free-flow access to and from the MS 475 freeway from MS 475 North and MS 475 South, to International Boulevard outside the airport clear zone, and into and out of Jackson International Airport at Old Brandon Road; provide an acceptable level of service and acceptable weave conditions. NEGATIVE IMPACTS: Rights-of-way development would affect 7.55 acres of wetlands and 4,010 linear feet of stream. Though the federally protected bald eagle, Gulf sturgeon, ringed sawback turtle, and Louisiana black bear occur in the project area, none of these species were observed during the field survey of the project corridor. One hazardous material site, the Conoco Super Stop gas station, would lie within the construction corridor; this facility would be relocated if the project were implemented. In addition to the gas station, the project would displace a motel currently under construction. Traffic-generated noise levels would exceed federal standards at five occupied facilities; however, none of the affected facilities would experience a substantial increase of 15 decibels or higher. 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: 030241, 221 pages, May 19, 2003 PY - 2003 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-MS-EIS-03-01-D KW - Airports KW - Air Quality Assessments KW - Archaeological Sites Surveys KW - Birds KW - Endangered Species (Animals) KW - Fish KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites Surveys KW - Noise Assessments KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Transportation KW - Wetlands KW - Wildlife Surveys KW - Mississippi KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36369989?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-05-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MS+475+IMPROVEMENTS%2C+FROM+I-20+TO+OLD+BRANDON+ROAD%2C+RANKIN+COUNTY%2C+MISSISSIPPI+%28DPM-0035-01-001%2F100551%2F9001000%29.&rft.title=MS+475+IMPROVEMENTS%2C+FROM+I-20+TO+OLD+BRANDON+ROAD%2C+RANKIN+COUNTY%2C+MISSISSIPPI+%28DPM-0035-01-001%2F100551%2F9001000%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Jackson, Mississippi; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: May 19, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - REFERENCE POST 13, INTERCHANGE AND CITY ROAD, FROM I-15 AT REFERENCE POST 13 TO TELEGRAPH ROAD IN WASHINGTON CITY, UTAH. [Part 1 of 1] T2 - REFERENCE POST 13, INTERCHANGE AND CITY ROAD, FROM I-15 AT REFERENCE POST 13 TO TELEGRAPH ROAD IN WASHINGTON CITY, UTAH. AN - 36347943; 10111-030234_0001 AB - PURPOSE: The construction of the Reference Post (RP) 13 interchange on Interstate 15 (I-15) and an associated one-mile road in Washington City, Washington County, Utah is proposed. The one-mile road, to be known as Washington City Road, would extend from the interchange with Telegraph Road to a point south of I-15 and would be constructed initially as a two-lane facility and ultimately as a four-lane facility. In addition to the proposed action, this final EIS considers a No Action Alternative. Under the proposed action, the project would involve construction of a diamond interchange at RP 13 on I-15. The interchange ramps and weave lands would begin at RP 12.88 on the west and extend to RP 13.8 on the east. The interchange would tie into the one-mile road. Phase I construction, which would begin in 2003, would include the construction of the Washington Road facility, featuring two, 14-foot lanes flanked by eight-foot gravel shoulders. Phase II, which would probably be implemented in 2008, would include construction of two additional travel lanes, a 16-foot center turn lane, and an eight-foot bicycle lane on each side. POSITIVE IMPACTS: The interchange and road would enhance mobility throughout the city by allowing a more even distribution of traffic on the road network, allowing improved access to areas of existing and planned development and relieving congestion in the vicinity of the existing RP 10 interchange and adjacent streets. Planned developments in the eastern and southern sectors of the city would be supported NEGATIVE IMPACTS: Though noise levels in the vicinity of the interchange would not exceed federal standards, noise increase of more than 10 decibels would be experienced at some sensitive receptor sites. The project would displace dry washes in the immediate area. Approximately 40 acres of low-quality desert shrub and the associated wildlife habitat would be displaced, and 91 acres of wildlife habitat and 577 acres of other land would be affected by developments resulting from the access provided to the area by the project. . One historic sites and one archaeological site would be affected. The interchange and the road would mar visual aesthetics in the area, which currently presents a rural landscape. PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0082D, Volume 27, Number 1. JF - EPA number: 030234, 201 pages, May 15, 2003 PY - 2003 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-02-01-F KW - Archaeological Sites KW - Desert Land KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise KW - Transportation KW - Vegetation KW - Visual Resources KW - Wildlife Habitat KW - Utah UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36347943?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-05-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=REFERENCE+POST+13%2C+INTERCHANGE+AND+CITY+ROAD%2C+FROM+I-15+AT+REFERENCE+POST+13+TO+TELEGRAPH+ROAD+IN+WASHINGTON+CITY%2C+UTAH.&rft.title=REFERENCE+POST+13%2C+INTERCHANGE+AND+CITY+ROAD%2C+FROM+I-15+AT+REFERENCE+POST+13+TO+TELEGRAPH+ROAD+IN+WASHINGTON+CITY%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: May 15, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - REFERENCE POST 13, INTERCHANGE AND CITY ROAD, FROM I-15 AT REFERENCE POST 13 TO TELEGRAPH ROAD IN WASHINGTON CITY, UTAH. AN - 16359337; 10111 AB - PURPOSE: The construction of the Reference Post (RP) 13 interchange on Interstate 15 (I-15) and an associated one-mile road in Washington City, Washington County, Utah is proposed. The one-mile road, to be known as Washington City Road, would extend from the interchange with Telegraph Road to a point south of I-15 and would be constructed initially as a two-lane facility and ultimately as a four-lane facility. In addition to the proposed action, this final EIS considers a No Action Alternative. Under the proposed action, the project would involve construction of a diamond interchange at RP 13 on I-15. The interchange ramps and weave lands would begin at RP 12.88 on the west and extend to RP 13.8 on the east. The interchange would tie into the one-mile road. Phase I construction, which would begin in 2003, would include the construction of the Washington Road facility, featuring two, 14-foot lanes flanked by eight-foot gravel shoulders. Phase II, which would probably be implemented in 2008, would include construction of two additional travel lanes, a 16-foot center turn lane, and an eight-foot bicycle lane on each side. POSITIVE IMPACTS: The interchange and road would enhance mobility throughout the city by allowing a more even distribution of traffic on the road network, allowing improved access to areas of existing and planned development and relieving congestion in the vicinity of the existing RP 10 interchange and adjacent streets. Planned developments in the eastern and southern sectors of the city would be supported NEGATIVE IMPACTS: Though noise levels in the vicinity of the interchange would not exceed federal standards, noise increase of more than 10 decibels would be experienced at some sensitive receptor sites. The project would displace dry washes in the immediate area. Approximately 40 acres of low-quality desert shrub and the associated wildlife habitat would be displaced, and 91 acres of wildlife habitat and 577 acres of other land would be affected by developments resulting from the access provided to the area by the project. . One historic sites and one archaeological site would be affected. The interchange and the road would mar visual aesthetics in the area, which currently presents a rural landscape. PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0082D, Volume 27, Number 1. JF - EPA number: 030234, 201 pages, May 15, 2003 PY - 2003 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-02-01-F KW - Archaeological Sites KW - Desert Land KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise KW - Transportation KW - Vegetation KW - Visual Resources KW - Wildlife Habitat KW - Utah UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16359337?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-05-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=REFERENCE+POST+13%2C+INTERCHANGE+AND+CITY+ROAD%2C+FROM+I-15+AT+REFERENCE+POST+13+TO+TELEGRAPH+ROAD+IN+WASHINGTON+CITY%2C+UTAH.&rft.title=REFERENCE+POST+13%2C+INTERCHANGE+AND+CITY+ROAD%2C+FROM+I-15+AT+REFERENCE+POST+13+TO+TELEGRAPH+ROAD+IN+WASHINGTON+CITY%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: May 15, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - VANCOUVER RAIL PROJECT, CITY OF VANCOUVER, CLARK COUNTY, WASHINGTON. AN - 16347432; 10114 AB - PURPOSE: The construction of a rail bypass around the Burlington Northern Santa Fe Railway Company's Vancouver yard in Clark County, Washington is proposed. Washington is incrementally upgrading its Amtrak Cascades intercity passenger rail service along the Pacific Northwest Rail Corridor in the western part of the state. The state's goal is to provide faster, safer, more frequent, and more reliable passenger rail service. In the 1990s, the Federal Railroad Administration designated the Pacific Northwest Rail Corridor as one of five high-speed rail corridors in the United States. Current freight operations at the rail yard result in passenger train delays as freight trains stack up in the yard and block movement of the faster moving passenger trains. The project study corridor extends from milepost 132.5 to milepost 136.5 on the Seattle-to-Portland mainline. This final EIS considers a No Action Alternative (Alternative A) and two action alternatives. Under the proposed action, the existing Northern Pacific (NP) siding, located west of the double-track mainline would be rehabilitated. Along the entire alignment, the NP siding would either be rehabilitated or new track would be laid. In addition, turnouts would be constructed at various locations, and some existing turnouts would be eliminated. Retailing walls and fill would be incorporated throughout the alignment. Under Alternative B, the two bypass tracks would begin at milepost 132 near Burnt Bridge Creek, continue southeast to West 39th Street, turn south along the western edge of the new Columbia Crest subdivision property line, turn west to cross Columbia Crest's southern cul-de-sac, continue parallel to the existing tracks at milepost 135.5, continue south under Forth Plain Boulevard and Mill Plain Boulevard until it reached a point near Jefferson Street, and turn east to join the existing Vancouver-Spokane mainline. The at-grade crossings at Jefferson Street, between Seventh and Eighth streets would be eliminated. Alternative I, the second action alternative and the preferred alternative, would involve construction of a double-track rail yard bypass east of the existing BNSF tracks, but closer to the existing tracks than Alternative B. Either action alternative would include options to eliminate the at-grade crossing at 39th Street by either closing the street at the point of the crossing and/or providing for a vehicular and/or pedestrian/bicycle bridge over the rail line. Estimated completion date for the project is sometime late in the year 2003. Estimated costs of alternatives B and I range from $47 million to $55 million and from $50 million to $57 million, respectively, the ranges being based on the means by which the at-grade crossing at 39th Street is eliminated. POSITIVE IMPACTS: The bypass and associated rail facilities would eliminate freight congestion in the vicinity of the Vancouver yard in order to ensure schedule adherence for the Amtrak Cascades passenger rail service. The project would also eliminate the at-grade rail/highway crossings, providing a safer rail/highway relationship. Continued, high-quality freight operations would also be assured. Air quality in the area would improve due to decreased idling of trains, and decreased idling would reduce fuel consumption. Access for emergency vehicles would improve, and access to recreational facilities in the area would be safer. NEGATIVE IMPACTS: The project could require displacement of two residences and disruption of two others and would require displacement of 7.71 acres of woody vegetation and alter 1.44 acres of wetland buffers. If cut and fill were necessary, the resulting slopes could create ground instability. Stormwater runoff would increase somewhat. Residents of the Columbia Crest development could experience increased noise levels. 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 02-0192D, Volume 26, Number 2 . JF - EPA number: 030237, 597 pages, May 15, 2003 PY - 2003 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-02-01-F KW - Air Quality KW - Biologic Assessments KW - Energy Consumption KW - Forests KW - Noise KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Safety KW - Vegetation KW - Vegetation Surveys KW - Wetlands KW - Wildlife Surveys KW - Washington KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16347432?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-05-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=VANCOUVER+RAIL+PROJECT%2C+CITY+OF+VANCOUVER%2C+CLARK+COUNTY%2C+WASHINGTON.&rft.title=VANCOUVER+RAIL+PROJECT%2C+CITY+OF+VANCOUVER%2C+CLARK+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 - 2006-05-01 N1 - SuppNotes - Final. Preparation date: May 15, 2003 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - MILAN BELTWAY EXTENSION (FAU 5822), AIRPORT ROAD TO BLACKHAWK ROAD /JOHN DEERE EXPRESSWAY, ROCK ISLAND COUNTY, ILLINOIS. AN - 36427875; 10107 AB - PURPOSE: The construction of two miles of four-lane access-controlled divided highway crossing the Rock River and connecting the Milan Beltway in Milan to the John Deere Expressway in Moline, rock Island County, Illinois is proposed. The Milan Beltway will provide a connection between the developing area south of Rock River and the urbanized area north of the river. The project is carefully integrated with the John Deere Expressway, which serves a rapidly growing commercial and personal service corridor north of the river. The proposed bridge project would connect the facilities and reduce the need to widen Black Hawk Road through the historically rich Black Hawk State Historic Site. Three alignment alternatives and a No-Build Alternative are considered in this final EIS. Alignment 2 was selected as the preferred alignment because it would avoid removal of substantial bottomland woodlands, shift the proposed roadway away from ben Williamson Park, and provide better potential access to existing properties on the south wide of Blackhawk Road. An interchange would be provided at Airport Road. Three interchange designs were studied and a combination partial cloverleaf/diamond design was selected for this location. Five interchange types for provision of access at 52nd Avenue. Again, a combination cloverleaf /diamond interchange was chosen as the preferred alternative. Four alternative bridge span/pier lengths were considered. Estimated cost of the project, as proposed under the preferred alternative, is estimated at $46.2 million. POSITIVE IMPACTS: Traffic passing through the Black Hawk Historic Site would decline significantly. The bridge would also relieve traffic columns on Airport Road, which is currently experiencing capacity problems. The bridge design would minimize the potential for ice jams and the resultant flooding of upstream residents currently affecting the existing crossing. Access for emergency vehicles would be improved. The project would create 500 to 700 construction-related jobs. NEGATIVE IMPACTS: Rights-of-way requirements for the project would result in the displacement of five residences and 11 businesses employing 68 persons, permanent loss of 22.3 acres of wetlands, removal of 16.2 acres of forested land, and the filling of 26.7 acres within the Rock River floodplain. In total, approximately 116.5 acres of land would be converted to rights-of-way. Habitat values associated with the undeveloped land to be taken would be largely lost. An additional 72.3 acres would be acquired for wetland mitigation. Displacements and land acquisitions would result in the loss of between 0.05 and 0.19 percent of the assessed valuation of property in the three townships affected by the project. 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 03-0097D, Volume 27, Number 1. JF - EPA number: 030230, 548 pages and maps, May 14, 2003 PY - 2003 KW - Roads and Railroads KW - Agency number: FHWA-IL-EIS-93-04-F KW - Archaeological Sites Surveys KW - Bridges KW - Employment KW - Flood Hazards KW - Floodplains KW - Forests KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Ice Conditions KW - Relocations-Property Acquisitions KW - Rivers KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Illinois KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36427875?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-05-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MILAN+BELTWAY+EXTENSION+%28FAU+5822%29%2C+AIRPORT+ROAD+TO+BLACKHAWK+ROAD+%2FJOHN+DEERE+EXPRESSWAY%2C+ROCK+ISLAND+COUNTY%2C+ILLINOIS.&rft.title=MILAN+BELTWAY+EXTENSION+%28FAU+5822%29%2C+AIRPORT+ROAD+TO+BLACKHAWK+ROAD+%2FJOHN+DEERE+EXPRESSWAY%2C+ROCK+ISLAND+COUNTY%2C+ILLINOIS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Springfield, Illinois; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: May 14, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MILAN BELTWAY EXTENSION (FAU 5822), AIRPORT ROAD TO BLACKHAWK ROAD /JOHN DEERE EXPRESSWAY, ROCK ISLAND COUNTY, ILLINOIS. [Part 1 of 1] T2 - MILAN BELTWAY EXTENSION (FAU 5822), AIRPORT ROAD TO BLACKHAWK ROAD /JOHN DEERE EXPRESSWAY, ROCK ISLAND COUNTY, ILLINOIS. AN - 36346326; 10107-030230_0001 AB - PURPOSE: The construction of two miles of four-lane access-controlled divided highway crossing the Rock River and connecting the Milan Beltway in Milan to the John Deere Expressway in Moline, rock Island County, Illinois is proposed. The Milan Beltway will provide a connection between the developing area south of Rock River and the urbanized area north of the river. The project is carefully integrated with the John Deere Expressway, which serves a rapidly growing commercial and personal service corridor north of the river. The proposed bridge project would connect the facilities and reduce the need to widen Black Hawk Road through the historically rich Black Hawk State Historic Site. Three alignment alternatives and a No-Build Alternative are considered in this final EIS. Alignment 2 was selected as the preferred alignment because it would avoid removal of substantial bottomland woodlands, shift the proposed roadway away from ben Williamson Park, and provide better potential access to existing properties on the south wide of Blackhawk Road. An interchange would be provided at Airport Road. Three interchange designs were studied and a combination partial cloverleaf/diamond design was selected for this location. Five interchange types for provision of access at 52nd Avenue. Again, a combination cloverleaf /diamond interchange was chosen as the preferred alternative. Four alternative bridge span/pier lengths were considered. Estimated cost of the project, as proposed under the preferred alternative, is estimated at $46.2 million. POSITIVE IMPACTS: Traffic passing through the Black Hawk Historic Site would decline significantly. The bridge would also relieve traffic columns on Airport Road, which is currently experiencing capacity problems. The bridge design would minimize the potential for ice jams and the resultant flooding of upstream residents currently affecting the existing crossing. Access for emergency vehicles would be improved. The project would create 500 to 700 construction-related jobs. NEGATIVE IMPACTS: Rights-of-way requirements for the project would result in the displacement of five residences and 11 businesses employing 68 persons, permanent loss of 22.3 acres of wetlands, removal of 16.2 acres of forested land, and the filling of 26.7 acres within the Rock River floodplain. In total, approximately 116.5 acres of land would be converted to rights-of-way. Habitat values associated with the undeveloped land to be taken would be largely lost. An additional 72.3 acres would be acquired for wetland mitigation. Displacements and land acquisitions would result in the loss of between 0.05 and 0.19 percent of the assessed valuation of property in the three townships affected by the project. 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 03-0097D, Volume 27, Number 1. JF - EPA number: 030230, 548 pages and maps, May 14, 2003 PY - 2003 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-IL-EIS-93-04-F KW - Archaeological Sites Surveys KW - Bridges KW - Employment KW - Flood Hazards KW - Floodplains KW - Forests KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Ice Conditions KW - Relocations-Property Acquisitions KW - Rivers KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Illinois KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36346326?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-05-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MILAN+BELTWAY+EXTENSION+%28FAU+5822%29%2C+AIRPORT+ROAD+TO+BLACKHAWK+ROAD+%2FJOHN+DEERE+EXPRESSWAY%2C+ROCK+ISLAND+COUNTY%2C+ILLINOIS.&rft.title=MILAN+BELTWAY+EXTENSION+%28FAU+5822%29%2C+AIRPORT+ROAD+TO+BLACKHAWK+ROAD+%2FJOHN+DEERE+EXPRESSWAY%2C+ROCK+ISLAND+COUNTY%2C+ILLINOIS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Springfield, Illinois; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: May 14, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE 93 IMPROVEMENTS, SALEM TO MANCHESTER, HILLSBOROUGH AND OCKINHAM COUNTIES, NEW HAMPSHIRE (IM-IR-93-1(174)0, 10418C). [Part 1 of 1] T2 - INTERSTATE 93 IMPROVEMENTS, SALEM TO MANCHESTER, HILLSBOROUGH AND OCKINHAM COUNTIES, NEW HAMPSHIRE (IM-IR-93-1(174)0, 10418C). AN - 36364974; 10778-040226_0001 AB - PURPOSE: The improvement of a 19.8-mile segment of Interstate 93 (I-93) from the Massachusetts/New Hampshire state line northward through the towns of Salem, Windham, Derry, and Londonderry, to the I-93/I-293 interchange in the city of Manchester, New Hampshire. The study corridor is located in Hillsborough and Rockingham counties. I-93 is principal north-south arterial within the state of New Hampshire and part of the National System of Interstate and Defense Highways. The segment of I-93 under study intersects a number of important highway routes in southern New Hampshire. Due to population growth, development, and increasing recreational opportunities in New Hampshire, the travel demands for I-93 between Salem and Manchester have exceeded the capacity of the existing four-lane facility for a number of years. Alternatives considered in this final EIS include a No-Build Alternative, transportation system management and transportation demand management alternatives, widening of the highway combined with interchange improvements, and alternative modes of transportation. The preferred alternative would involve widening I-93 from the existing limited access, two-lane highway in each direction to a limited (fully controlled) access, four-lane highway in each direction. Five existing interchanges and crossroads within the project corridor would be reconstructed. In addition, three new park-and-ride facilities would be provided, one each at exits 2, 3, and 5, and bus service and ride-sharing opportunities to Boston and northern Massachusetts would be expanded and enhanced. A bike path would be integrated into the highway project and space would be reserved in the median to accommodate future commuter light rail trains. Cost of the preferred alternative is estimated at $420.6 million; this figure does not include rights-of-way acquisition costs associated with open land, strip acquisitions, appraisal fees, and other administrative costs. POSITIVE IMPACTS: The project would increase transportation efficiency within the corridor by reducing congestion and enhancing safety. By allowing for a more efficient flow of traffic, the proposed alterative would result in decreased emissions of hydrocarbon pollutants and increased energy efficiency. NEGATIVE IMPACTS: Rights-of-way requirements for the preferred alternative would result in the displacement of 21 residences and 14 business structures, 10 acres of important farmland soils, 77 acres of wetlands, including forested wetland, four vernal pools, and one state-listed protected species, the wild lupine. Displacements of wetland and upland areas would total 260 acres. Approximately 98 acres of stratified drift aquifer would be covered with impervious roadway surface, and the project would require lengthening culverts at may of the 21 stream crossings, resulting the loss of some aquatic habitat. Six acre-feet of floodway and 43 acre-feet of floodplain would be impacted. Traffic-generated noise levels would exceed federal standards in the vicinity of 316 sensitive receptors in the year 2020; current noise levels are in excess of federal standards in the vicinity of 265 receptors. Approximately 27,70 feet of sound walls would be provided. The project would affect 23 archaeological sites and six historically significant properties. Construction activities could encounter an estimated 13 hazardous material sites. Habitat for the New England cottontail, a candidate species for federal protection, would be affected. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0086D, Volume 27, Number 1. JF - EPA number: 040226, Final EIS--548 pages, Volume II--Map Supplement, Volume 3--621 pages and maps, May 12, 2003 PY - 2003 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-NH-EIS-02-01-F KW - Archaeological Sites KW - Endangered Species (Plants) KW - Farmlands KW - Floodplains KW - Floodways KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Historic Sites Surveys KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Streams KW - Transportation KW - Water Quality KW - Wetlands KW - Wildlife Surveys KW - New Hampshire KW - Department of Transportation Act of 1966, Archaeologic Sites KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36364974?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-05-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+93+IMPROVEMENTS%2C+SALEM+TO+MANCHESTER%2C+HILLSBOROUGH+AND+OCKINHAM+COUNTIES%2C+NEW+HAMPSHIRE+%28IM-IR-93-1%28174%290%2C+10418C%29.&rft.title=INTERSTATE+93+IMPROVEMENTS%2C+SALEM+TO+MANCHESTER%2C+HILLSBOROUGH+AND+OCKINHAM+COUNTIES%2C+NEW+HAMPSHIRE+%28IM-IR-93-1%28174%290%2C+10418C%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Concord, New Hampshire; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: May 12, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE 93 IMPROVEMENTS, SALEM TO MANCHESTER, HILLSBOROUGH AND OCKINHAM COUNTIES, NEW HAMPSHIRE (IM-IR-93-1(174)0, 10418C). AN - 16345565; 10778 AB - PURPOSE: The improvement of a 19.8-mile segment of Interstate 93 (I-93) from the Massachusetts/New Hampshire state line northward through the towns of Salem, Windham, Derry, and Londonderry, to the I-93/I-293 interchange in the city of Manchester, New Hampshire. The study corridor is located in Hillsborough and Rockingham counties. I-93 is principal north-south arterial within the state of New Hampshire and part of the National System of Interstate and Defense Highways. The segment of I-93 under study intersects a number of important highway routes in southern New Hampshire. Due to population growth, development, and increasing recreational opportunities in New Hampshire, the travel demands for I-93 between Salem and Manchester have exceeded the capacity of the existing four-lane facility for a number of years. Alternatives considered in this final EIS include a No-Build Alternative, transportation system management and transportation demand management alternatives, widening of the highway combined with interchange improvements, and alternative modes of transportation. The preferred alternative would involve widening I-93 from the existing limited access, two-lane highway in each direction to a limited (fully controlled) access, four-lane highway in each direction. Five existing interchanges and crossroads within the project corridor would be reconstructed. In addition, three new park-and-ride facilities would be provided, one each at exits 2, 3, and 5, and bus service and ride-sharing opportunities to Boston and northern Massachusetts would be expanded and enhanced. A bike path would be integrated into the highway project and space would be reserved in the median to accommodate future commuter light rail trains. Cost of the preferred alternative is estimated at $420.6 million; this figure does not include rights-of-way acquisition costs associated with open land, strip acquisitions, appraisal fees, and other administrative costs. POSITIVE IMPACTS: The project would increase transportation efficiency within the corridor by reducing congestion and enhancing safety. By allowing for a more efficient flow of traffic, the proposed alterative would result in decreased emissions of hydrocarbon pollutants and increased energy efficiency. NEGATIVE IMPACTS: Rights-of-way requirements for the preferred alternative would result in the displacement of 21 residences and 14 business structures, 10 acres of important farmland soils, 77 acres of wetlands, including forested wetland, four vernal pools, and one state-listed protected species, the wild lupine. Displacements of wetland and upland areas would total 260 acres. Approximately 98 acres of stratified drift aquifer would be covered with impervious roadway surface, and the project would require lengthening culverts at may of the 21 stream crossings, resulting the loss of some aquatic habitat. Six acre-feet of floodway and 43 acre-feet of floodplain would be impacted. Traffic-generated noise levels would exceed federal standards in the vicinity of 316 sensitive receptors in the year 2020; current noise levels are in excess of federal standards in the vicinity of 265 receptors. Approximately 27,70 feet of sound walls would be provided. The project would affect 23 archaeological sites and six historically significant properties. Construction activities could encounter an estimated 13 hazardous material sites. Habitat for the New England cottontail, a candidate species for federal protection, would be affected. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0086D, Volume 27, Number 1. JF - EPA number: 040226, Final EIS--548 pages, Volume II--Map Supplement, Volume 3--621 pages and maps, May 12, 2003 PY - 2003 KW - Roads and Railroads KW - Agency number: FHWA-NH-EIS-02-01-F KW - Archaeological Sites KW - Endangered Species (Plants) KW - Farmlands KW - Floodplains KW - Floodways KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Historic Sites Surveys KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Streams KW - Transportation KW - Water Quality KW - Wetlands KW - Wildlife Surveys KW - New Hampshire KW - Department of Transportation Act of 1966, Archaeologic Sites KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16345565?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-05-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+93+IMPROVEMENTS%2C+SALEM+TO+MANCHESTER%2C+HILLSBOROUGH+AND+OCKINHAM+COUNTIES%2C+NEW+HAMPSHIRE+%28IM-IR-93-1%28174%290%2C+10418C%29.&rft.title=INTERSTATE+93+IMPROVEMENTS%2C+SALEM+TO+MANCHESTER%2C+HILLSBOROUGH+AND+OCKINHAM+COUNTIES%2C+NEW+HAMPSHIRE+%28IM-IR-93-1%28174%290%2C+10418C%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Concord, New Hampshire; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: May 12, 2003 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - SR 161/37 IMPROVEMENT, FRANKLIN AND LICKING COUNTIES, OHIO. AN - 36412232; 10094 AB - PURPOSE: The construction of a 12.6-mile section of State Route (SR) 161/37 on new alignment in Franklin and Liking counties, Ohio is proposed. Average daily traffic has increased roughly 80 percent within the corridor since 1996 and the current average level of service is unacceptable for a major transportation facility. High travel demand and inadequate capacity have resulted in accident rates that are higher than the statewide average for two-lane principal arterial highways from 1996 to 198 and from 1998 to 2001. Two alignment alternatives are considered in this draft EIS. Under the preferred alternative (Alternative D), the realigned roadway would extend from the eastern terminus of the existing four lane SR 161 (New Albany Bypass) to just west of the SR 161/37 interchange with SR 16. The facility would consist of a four-lane limited access highway, with opposing lanes divided by a 72-foot depressed grass median, which would accommodate additional travel lanes in the future if necessary. The highway would be flanked by six-foot-wide paved inside shoulders and 10-foot-wide paved outside shoulders bordered by grass drainage ditches and embankments. A two-lane service road would be provided on either side of the highway. A 400-foot-wide right-of-way would be obtained. Access to the improved highway facility would be provided via full freeway-type interchanges, currently planned for Beech Road, SR 310, and SR 37 /York Road. the project would include closure of Harrison Road, Burnside Road, and Watkins Road via cul-de-sac arrangements. Side road overpasses would be provided for Mink Street, Outville Road, and Morse Road. Extension and realignment work would be performed for existing Dublin-Granville Road (Old SR 161), Jersey Mill Road, SR 161 from Watkins Road to York Road, SR 161 immediately west of SR 37/York Road, SR 37 immediately east of SR 161/37/York Road, SR 37 immediately east of SR 161.37/York Road, County Road (CR) 539a west to SR 37, and Morse Road north to extended CR 539a. Cost of the preferred alternative is estimated at $109.4 million. POSITIVE IMPACTS: The new facility would constitute an integral component of Ohio's long-range multi-modal transportation plan as part of a designated Macro-Corridor that includes SR 161, SR 37, SR 16, and US 36 between Interstate 270 (I-270) and I-77 in Franklin, Licking, Muskingum, Coshocton, and Tuscarawas counties. IN addition, the SR 161/37 project would be part of Ohio's statewide transportation plan as part of adopted metropolitan planning organization transportation improvement plans due to increasing traffic demand, congestion, and accident rates within the corridor as well as the existence of recently improved multi-lane highway segments immediately east and west of the existing two-lane SR 161/37 corridor in eastern Franklin and western Licking counties. NEGATIVE IMPACTS: Rights-of-way requirements for the preferred alternative would result in the conversion of 601 acres of private property to public transportation uses, displacement or landlocking of 49 single-family homes and eight business properties encompassing 11 businesses, loss of 332 acres of active farmland, landlocking of 69 acres of land within 14 property tracts, bisecting of 1,266 acres of property within 12 property tracts, loss of 3.73 acres of Category 1 and 2 wetlands from 24 wetlands and 0.4 acre of Category 3 wetland at one wetland site, loss of 14,171 feet of low- to moderate-quality natural stream channel due to the construction of 23 stream crossings, displacement of 70.3 acres of woodland habitat and 77.7 acres of floodplain, and minor encroachment on potential habitat for threatened and endangered species. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 030216, 891 pages and maps, May 8, 2003 PY - 2003 KW - Roads and Railroads KW - Agency number: FHWA-OH-EIS-03-02-D KW - Bridges KW - Endangered Species (Animals) KW - Farmlands KW - Floodplains KW - Forests KW - Highways KW - Highway Structures KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Streams KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Ohio KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36412232?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-05-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SR+161%2F37+IMPROVEMENT%2C+FRANKLIN+AND+LICKING+COUNTIES%2C+OHIO.&rft.title=SR+161%2F37+IMPROVEMENT%2C+FRANKLIN+AND+LICKING+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 - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: May 8, 2003 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - DAVE LYLE BOULEVARD EXTENSION, YORK AND LANCASTER COUNTIES, SOUTH CAROLINA. AN - 36426271; 10093 AB - PURPOSE: Construction of a 10.3-mile extension of Dave Lyle Boulevard (S.C. Route 22) eastward from the city of Rock Hill to a point near U.S. 521 in York and Lancaster counties, South Carolina is proposed. The facility, which would follow a new alignment, would traverse the eastern section of York County and the northern section of Lancaster County. The project is part of the York County Metropolitan Road Corridor Project funded by the State Infrastructure Bank. The project would extend Dave Lyle Boulevard from S.C. Route 161 to S.C. Route 75 in the vicinity of the U.S. 521/S.C. Route 75 intersection near the South Carolina/North Carolina border. The new controlled access highway would provide four lanes, separated by a 48-foot earthen median within a 200-foot right-of-way. Five alternatives, including a No Build Alternative and three build alternatives, are considered in this final EIS. Under the preferred alternative, four interchanges would provide access to the new roadway to allow traffic along the mainline of the David Lyle Boulevard to flow uninterrupted at a high level of service. Three bridges, six grade separation structures, and one railroad crossing structure would also be constructed. Cost of the preferred alternative is estimated at $86.2 million. POSITIVE IMPACTS: The project would complete a group of roadway projects designed to improve transportation in York and northern Lancaster counties. Travel on local, regional, and state highway networks would be improved through the provision of a more efficient, safer route between Lancaster and York counties. The project would contribute to infrastructure developments designed to guide growth and help control urban sprawl in both counties. NEGATIVE IMPACTS: Rights-of-way requirements would result in the acquisition of 293 acres of land, impacting 73 property owners, displacing 14 to 26 residential units, and impacting community cohesion in some areas. Land requirements would also displace 109.3 acres of farmland and 2.29 acres of wetlands. Noise in excess of federal standards would affect 24 receptors. The project would traverse an area in which one bald eagle nest has been identified. Construction workers would encounter six sites that could contain hazardous wastes. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 00-436D, Volume 24, Number 4. JF - EPA number: 030215, 313 pages and maps, May 7, 2003 PY - 2003 KW - Roads and Railroads KW - Agency number: FHWA-SC-EIS-2000-01-D KW - Birds KW - Bridges KW - Endangered Species (Animals) KW - Farmlands KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Railroad Structures KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Wetlands KW - South 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/36426271?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-05-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DAVE+LYLE+BOULEVARD+EXTENSION%2C+YORK+AND+LANCASTER+COUNTIES%2C+SOUTH+CAROLINA.&rft.title=DAVE+LYLE+BOULEVARD+EXTENSION%2C+YORK+AND+LANCASTER+COUNTIES%2C+SOUTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Columbia, South Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: May 7, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DAVE LYLE BOULEVARD EXTENSION, YORK AND LANCASTER COUNTIES, SOUTH CAROLINA. [Part 1 of 1] T2 - DAVE LYLE BOULEVARD EXTENSION, YORK AND LANCASTER COUNTIES, SOUTH CAROLINA. AN - 36346755; 10093-030215_0001 AB - PURPOSE: Construction of a 10.3-mile extension of Dave Lyle Boulevard (S.C. Route 22) eastward from the city of Rock Hill to a point near U.S. 521 in York and Lancaster counties, South Carolina is proposed. The facility, which would follow a new alignment, would traverse the eastern section of York County and the northern section of Lancaster County. The project is part of the York County Metropolitan Road Corridor Project funded by the State Infrastructure Bank. The project would extend Dave Lyle Boulevard from S.C. Route 161 to S.C. Route 75 in the vicinity of the U.S. 521/S.C. Route 75 intersection near the South Carolina/North Carolina border. The new controlled access highway would provide four lanes, separated by a 48-foot earthen median within a 200-foot right-of-way. Five alternatives, including a No Build Alternative and three build alternatives, are considered in this final EIS. Under the preferred alternative, four interchanges would provide access to the new roadway to allow traffic along the mainline of the David Lyle Boulevard to flow uninterrupted at a high level of service. Three bridges, six grade separation structures, and one railroad crossing structure would also be constructed. Cost of the preferred alternative is estimated at $86.2 million. POSITIVE IMPACTS: The project would complete a group of roadway projects designed to improve transportation in York and northern Lancaster counties. Travel on local, regional, and state highway networks would be improved through the provision of a more efficient, safer route between Lancaster and York counties. The project would contribute to infrastructure developments designed to guide growth and help control urban sprawl in both counties. NEGATIVE IMPACTS: Rights-of-way requirements would result in the acquisition of 293 acres of land, impacting 73 property owners, displacing 14 to 26 residential units, and impacting community cohesion in some areas. Land requirements would also displace 109.3 acres of farmland and 2.29 acres of wetlands. Noise in excess of federal standards would affect 24 receptors. The project would traverse an area in which one bald eagle nest has been identified. Construction workers would encounter six sites that could contain hazardous wastes. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 00-436D, Volume 24, Number 4. JF - EPA number: 030215, 313 pages and maps, May 7, 2003 PY - 2003 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-SC-EIS-2000-01-D KW - Birds KW - Bridges KW - Endangered Species (Animals) KW - Farmlands KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Railroad Structures KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Wetlands KW - South 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/36346755?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-05-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DAVE+LYLE+BOULEVARD+EXTENSION%2C+YORK+AND+LANCASTER+COUNTIES%2C+SOUTH+CAROLINA.&rft.title=DAVE+LYLE+BOULEVARD+EXTENSION%2C+YORK+AND+LANCASTER+COUNTIES%2C+SOUTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Columbia, South Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: May 7, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CONSTRUCTION AND OPERATION OF A RAIL LINE FROM THE BAYPORT LOOP IN HARRIS COUNTY, TEXAS. AN - 36428084; 10083 AB - PURPOSE: The construction of a rail line between the Bayport Loop and the former Galveston, Houston, and Henderson Railroad (GH&H) line near Ellington Field in the vicinity of Houston in southeastern Harris County, Texas is proposed. The new rail line would be constructed by San Jacinto Rail Limited and operated by the Burlington Northern and Santa Fe Railway (BNSF), which now owns the former GH&H line. Seven alternatives, including a No Action Alternative and a No-Build Alternative, are considered in this draft EIS. Under the proposed action, the new rail line, which would extend 12.8 miles, would serve the petro-chemical industries in the Bayport Loop. Petro-chemical interests are now served solely by the Union Pacific Railroad (UP), limiting competition for rail service in the area. Implementation of the proposed action would result in rail operations to and from the new line over trackage rights on UP's GH&H line and UP's East Belt, Terminal, Lafayette, and Baytown Subdivision to the storage yard operted by CMC Railroad at Dayton, approximately 30 miles northeast of Houston. BNSF would run, on average, on train of approximately 36 to 66 cars per day in each direction. On an annual basis, a total of 13,000 to 24,000 carloads and an equal number of empty rail cars would operate on the proposed line, representing 28 to 51 percent of the rail traffic generated in the Bayport Loop. The majority of shipments would consist of non-hazardous plastic pellets transported in hopper cars. The remainder would consist of chemicals transported in tank cars. Currently, BNSF estimates that approximately 1,500 to 7,000 carloads of hazardous materials would be transported over the line per year. Other miscellaneous inbound and outbound commodities would also likely be transported. POSITIVE IMPACTS: The new rail line would provide competitive rail service to petro-chemical product shippers within the Bayport Loop. The new line would increase rail transport capacity and flexibility along the route. Constraints, including service disruptions, currently affecting rail shippers would be eliminated. The project would generate up to $80 million in construction-related expenditures. NEGATIVE IMPACTS: The increase in rail traffic along the line would increase emissions of noise and air pollutants somewhat. The rail line would cross nine jurisdictional surface water bodies and six non-jurisdictional drainage channels, resulting in habitat loss and increased levels of water pollutants in receiving waters. Approximately 2.84 acres of jurisdictional wetlands and 4.22 acres of non-jurisdictional wetlands would be affected. The rail line would fragment habitat and could affect the Texas prairie dawn, a federally protected endangered plant species. Transportation of hazardous materials would occur in an area populated by minority and low-income residents. LEGAL MANDATES: General Bridge Act of 1946 (33 U.S.C. 535) and Interstate Commerce Commission Termination Act of 1995 (49 U.S.C. 10101 et seq.). JF - EPA number: 030204, 1,133 pages, May 2, 2003 PY - 2003 KW - Roads and Railroads KW - Air Quality KW - Air Quality Assessments KW - Archaeological Sites Surveys KW - Biologic Assessments KW - Endangered Species (Plants) KW - Hazardous Materials KW - Health Hazard Analyses KW - Impact Assessment Methodology KW - Minorities KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Section 4(f) Statements KW - Streams KW - Transportation KW - Water Quality KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Texas KW - General Bridge Act of 1946, Coast Guard Permits KW - Interstate Commerce Commission Termination Act of 1995, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36428084?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-05-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+FROM+THE+BAYPORT+LOOP+IN+HARRIS+COUNTY%2C+TEXAS.&rft.title=CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+FROM+THE+BAYPORT+LOOP+IN+HARRIS+COUNTY%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, D.C.; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: May 2, 2003 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - CONSTRUCTION AND OPERATION OF A RAIL LINE FROM THE BAYPORT LOOP IN HARRIS COUNTY, TEXAS. [Part 3 of 5] T2 - CONSTRUCTION AND OPERATION OF A RAIL LINE FROM THE BAYPORT LOOP IN HARRIS COUNTY, TEXAS. AN - 36347994; 10083-030204_0003 AB - PURPOSE: The construction of a rail line between the Bayport Loop and the former Galveston, Houston, and Henderson Railroad (GH&H) line near Ellington Field in the vicinity of Houston in southeastern Harris County, Texas is proposed. The new rail line would be constructed by San Jacinto Rail Limited and operated by the Burlington Northern and Santa Fe Railway (BNSF), which now owns the former GH&H line. Seven alternatives, including a No Action Alternative and a No-Build Alternative, are considered in this draft EIS. Under the proposed action, the new rail line, which would extend 12.8 miles, would serve the petro-chemical industries in the Bayport Loop. Petro-chemical interests are now served solely by the Union Pacific Railroad (UP), limiting competition for rail service in the area. Implementation of the proposed action would result in rail operations to and from the new line over trackage rights on UP's GH&H line and UP's East Belt, Terminal, Lafayette, and Baytown Subdivision to the storage yard operted by CMC Railroad at Dayton, approximately 30 miles northeast of Houston. BNSF would run, on average, on train of approximately 36 to 66 cars per day in each direction. On an annual basis, a total of 13,000 to 24,000 carloads and an equal number of empty rail cars would operate on the proposed line, representing 28 to 51 percent of the rail traffic generated in the Bayport Loop. The majority of shipments would consist of non-hazardous plastic pellets transported in hopper cars. The remainder would consist of chemicals transported in tank cars. Currently, BNSF estimates that approximately 1,500 to 7,000 carloads of hazardous materials would be transported over the line per year. Other miscellaneous inbound and outbound commodities would also likely be transported. POSITIVE IMPACTS: The new rail line would provide competitive rail service to petro-chemical product shippers within the Bayport Loop. The new line would increase rail transport capacity and flexibility along the route. Constraints, including service disruptions, currently affecting rail shippers would be eliminated. The project would generate up to $80 million in construction-related expenditures. NEGATIVE IMPACTS: The increase in rail traffic along the line would increase emissions of noise and air pollutants somewhat. The rail line would cross nine jurisdictional surface water bodies and six non-jurisdictional drainage channels, resulting in habitat loss and increased levels of water pollutants in receiving waters. Approximately 2.84 acres of jurisdictional wetlands and 4.22 acres of non-jurisdictional wetlands would be affected. The rail line would fragment habitat and could affect the Texas prairie dawn, a federally protected endangered plant species. Transportation of hazardous materials would occur in an area populated by minority and low-income residents. LEGAL MANDATES: General Bridge Act of 1946 (33 U.S.C. 535) and Interstate Commerce Commission Termination Act of 1995 (49 U.S.C. 10101 et seq.). JF - EPA number: 030204, 1,133 pages, May 2, 2003 PY - 2003 VL - 3 KW - Roads and Railroads KW - Air Quality KW - Air Quality Assessments KW - Archaeological Sites Surveys KW - Biologic Assessments KW - Endangered Species (Plants) KW - Hazardous Materials KW - Health Hazard Analyses KW - Impact Assessment Methodology KW - Minorities KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Section 4(f) Statements KW - Streams KW - Transportation KW - Water Quality KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Texas KW - General Bridge Act of 1946, Coast Guard Permits KW - Interstate Commerce Commission Termination Act of 1995, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36347994?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-05-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+FROM+THE+BAYPORT+LOOP+IN+HARRIS+COUNTY%2C+TEXAS.&rft.title=CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+FROM+THE+BAYPORT+LOOP+IN+HARRIS+COUNTY%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, D.C.; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: May 2, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CONSTRUCTION AND OPERATION OF A RAIL LINE FROM THE BAYPORT LOOP IN HARRIS COUNTY, TEXAS. [Part 1 of 5] T2 - CONSTRUCTION AND OPERATION OF A RAIL LINE FROM THE BAYPORT LOOP IN HARRIS COUNTY, TEXAS. AN - 36347700; 10083-030204_0001 AB - PURPOSE: The construction of a rail line between the Bayport Loop and the former Galveston, Houston, and Henderson Railroad (GH&H) line near Ellington Field in the vicinity of Houston in southeastern Harris County, Texas is proposed. The new rail line would be constructed by San Jacinto Rail Limited and operated by the Burlington Northern and Santa Fe Railway (BNSF), which now owns the former GH&H line. Seven alternatives, including a No Action Alternative and a No-Build Alternative, are considered in this draft EIS. Under the proposed action, the new rail line, which would extend 12.8 miles, would serve the petro-chemical industries in the Bayport Loop. Petro-chemical interests are now served solely by the Union Pacific Railroad (UP), limiting competition for rail service in the area. Implementation of the proposed action would result in rail operations to and from the new line over trackage rights on UP's GH&H line and UP's East Belt, Terminal, Lafayette, and Baytown Subdivision to the storage yard operted by CMC Railroad at Dayton, approximately 30 miles northeast of Houston. BNSF would run, on average, on train of approximately 36 to 66 cars per day in each direction. On an annual basis, a total of 13,000 to 24,000 carloads and an equal number of empty rail cars would operate on the proposed line, representing 28 to 51 percent of the rail traffic generated in the Bayport Loop. The majority of shipments would consist of non-hazardous plastic pellets transported in hopper cars. The remainder would consist of chemicals transported in tank cars. Currently, BNSF estimates that approximately 1,500 to 7,000 carloads of hazardous materials would be transported over the line per year. Other miscellaneous inbound and outbound commodities would also likely be transported. POSITIVE IMPACTS: The new rail line would provide competitive rail service to petro-chemical product shippers within the Bayport Loop. The new line would increase rail transport capacity and flexibility along the route. Constraints, including service disruptions, currently affecting rail shippers would be eliminated. The project would generate up to $80 million in construction-related expenditures. NEGATIVE IMPACTS: The increase in rail traffic along the line would increase emissions of noise and air pollutants somewhat. The rail line would cross nine jurisdictional surface water bodies and six non-jurisdictional drainage channels, resulting in habitat loss and increased levels of water pollutants in receiving waters. Approximately 2.84 acres of jurisdictional wetlands and 4.22 acres of non-jurisdictional wetlands would be affected. The rail line would fragment habitat and could affect the Texas prairie dawn, a federally protected endangered plant species. Transportation of hazardous materials would occur in an area populated by minority and low-income residents. LEGAL MANDATES: General Bridge Act of 1946 (33 U.S.C. 535) and Interstate Commerce Commission Termination Act of 1995 (49 U.S.C. 10101 et seq.). JF - EPA number: 030204, 1,133 pages, May 2, 2003 PY - 2003 VL - 1 KW - Roads and Railroads KW - Air Quality KW - Air Quality Assessments KW - Archaeological Sites Surveys KW - Biologic Assessments KW - Endangered Species (Plants) KW - Hazardous Materials KW - Health Hazard Analyses KW - Impact Assessment Methodology KW - Minorities KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Section 4(f) Statements KW - Streams KW - Transportation KW - Water Quality KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Texas KW - General Bridge Act of 1946, Coast Guard Permits KW - Interstate Commerce Commission Termination Act of 1995, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36347700?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-05-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+FROM+THE+BAYPORT+LOOP+IN+HARRIS+COUNTY%2C+TEXAS.&rft.title=CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+FROM+THE+BAYPORT+LOOP+IN+HARRIS+COUNTY%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, D.C.; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: May 2, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CONSTRUCTION AND OPERATION OF A RAIL LINE FROM THE BAYPORT LOOP IN HARRIS COUNTY, TEXAS. [Part 2 of 5] T2 - CONSTRUCTION AND OPERATION OF A RAIL LINE FROM THE BAYPORT LOOP IN HARRIS COUNTY, TEXAS. AN - 36346906; 10083-030204_0002 AB - PURPOSE: The construction of a rail line between the Bayport Loop and the former Galveston, Houston, and Henderson Railroad (GH&H) line near Ellington Field in the vicinity of Houston in southeastern Harris County, Texas is proposed. The new rail line would be constructed by San Jacinto Rail Limited and operated by the Burlington Northern and Santa Fe Railway (BNSF), which now owns the former GH&H line. Seven alternatives, including a No Action Alternative and a No-Build Alternative, are considered in this draft EIS. Under the proposed action, the new rail line, which would extend 12.8 miles, would serve the petro-chemical industries in the Bayport Loop. Petro-chemical interests are now served solely by the Union Pacific Railroad (UP), limiting competition for rail service in the area. Implementation of the proposed action would result in rail operations to and from the new line over trackage rights on UP's GH&H line and UP's East Belt, Terminal, Lafayette, and Baytown Subdivision to the storage yard operted by CMC Railroad at Dayton, approximately 30 miles northeast of Houston. BNSF would run, on average, on train of approximately 36 to 66 cars per day in each direction. On an annual basis, a total of 13,000 to 24,000 carloads and an equal number of empty rail cars would operate on the proposed line, representing 28 to 51 percent of the rail traffic generated in the Bayport Loop. The majority of shipments would consist of non-hazardous plastic pellets transported in hopper cars. The remainder would consist of chemicals transported in tank cars. Currently, BNSF estimates that approximately 1,500 to 7,000 carloads of hazardous materials would be transported over the line per year. Other miscellaneous inbound and outbound commodities would also likely be transported. POSITIVE IMPACTS: The new rail line would provide competitive rail service to petro-chemical product shippers within the Bayport Loop. The new line would increase rail transport capacity and flexibility along the route. Constraints, including service disruptions, currently affecting rail shippers would be eliminated. The project would generate up to $80 million in construction-related expenditures. NEGATIVE IMPACTS: The increase in rail traffic along the line would increase emissions of noise and air pollutants somewhat. The rail line would cross nine jurisdictional surface water bodies and six non-jurisdictional drainage channels, resulting in habitat loss and increased levels of water pollutants in receiving waters. Approximately 2.84 acres of jurisdictional wetlands and 4.22 acres of non-jurisdictional wetlands would be affected. The rail line would fragment habitat and could affect the Texas prairie dawn, a federally protected endangered plant species. Transportation of hazardous materials would occur in an area populated by minority and low-income residents. LEGAL MANDATES: General Bridge Act of 1946 (33 U.S.C. 535) and Interstate Commerce Commission Termination Act of 1995 (49 U.S.C. 10101 et seq.). JF - EPA number: 030204, 1,133 pages, May 2, 2003 PY - 2003 VL - 2 KW - Roads and Railroads KW - Air Quality KW - Air Quality Assessments KW - Archaeological Sites Surveys KW - Biologic Assessments KW - Endangered Species (Plants) KW - Hazardous Materials KW - Health Hazard Analyses KW - Impact Assessment Methodology KW - Minorities KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Section 4(f) Statements KW - Streams KW - Transportation KW - Water Quality KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Texas KW - General Bridge Act of 1946, Coast Guard Permits KW - Interstate Commerce Commission Termination Act of 1995, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36346906?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-05-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+FROM+THE+BAYPORT+LOOP+IN+HARRIS+COUNTY%2C+TEXAS.&rft.title=CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+FROM+THE+BAYPORT+LOOP+IN+HARRIS+COUNTY%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, D.C.; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: May 2, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CONSTRUCTION AND OPERATION OF A RAIL LINE FROM THE BAYPORT LOOP IN HARRIS COUNTY, TEXAS. [Part 4 of 5] T2 - CONSTRUCTION AND OPERATION OF A RAIL LINE FROM THE BAYPORT LOOP IN HARRIS COUNTY, TEXAS. AN - 36346588; 10083-030204_0004 AB - PURPOSE: The construction of a rail line between the Bayport Loop and the former Galveston, Houston, and Henderson Railroad (GH&H) line near Ellington Field in the vicinity of Houston in southeastern Harris County, Texas is proposed. The new rail line would be constructed by San Jacinto Rail Limited and operated by the Burlington Northern and Santa Fe Railway (BNSF), which now owns the former GH&H line. Seven alternatives, including a No Action Alternative and a No-Build Alternative, are considered in this draft EIS. Under the proposed action, the new rail line, which would extend 12.8 miles, would serve the petro-chemical industries in the Bayport Loop. Petro-chemical interests are now served solely by the Union Pacific Railroad (UP), limiting competition for rail service in the area. Implementation of the proposed action would result in rail operations to and from the new line over trackage rights on UP's GH&H line and UP's East Belt, Terminal, Lafayette, and Baytown Subdivision to the storage yard operted by CMC Railroad at Dayton, approximately 30 miles northeast of Houston. BNSF would run, on average, on train of approximately 36 to 66 cars per day in each direction. On an annual basis, a total of 13,000 to 24,000 carloads and an equal number of empty rail cars would operate on the proposed line, representing 28 to 51 percent of the rail traffic generated in the Bayport Loop. The majority of shipments would consist of non-hazardous plastic pellets transported in hopper cars. The remainder would consist of chemicals transported in tank cars. Currently, BNSF estimates that approximately 1,500 to 7,000 carloads of hazardous materials would be transported over the line per year. Other miscellaneous inbound and outbound commodities would also likely be transported. POSITIVE IMPACTS: The new rail line would provide competitive rail service to petro-chemical product shippers within the Bayport Loop. The new line would increase rail transport capacity and flexibility along the route. Constraints, including service disruptions, currently affecting rail shippers would be eliminated. The project would generate up to $80 million in construction-related expenditures. NEGATIVE IMPACTS: The increase in rail traffic along the line would increase emissions of noise and air pollutants somewhat. The rail line would cross nine jurisdictional surface water bodies and six non-jurisdictional drainage channels, resulting in habitat loss and increased levels of water pollutants in receiving waters. Approximately 2.84 acres of jurisdictional wetlands and 4.22 acres of non-jurisdictional wetlands would be affected. The rail line would fragment habitat and could affect the Texas prairie dawn, a federally protected endangered plant species. Transportation of hazardous materials would occur in an area populated by minority and low-income residents. LEGAL MANDATES: General Bridge Act of 1946 (33 U.S.C. 535) and Interstate Commerce Commission Termination Act of 1995 (49 U.S.C. 10101 et seq.). JF - EPA number: 030204, 1,133 pages, May 2, 2003 PY - 2003 VL - 4 KW - Roads and Railroads KW - Air Quality KW - Air Quality Assessments KW - Archaeological Sites Surveys KW - Biologic Assessments KW - Endangered Species (Plants) KW - Hazardous Materials KW - Health Hazard Analyses KW - Impact Assessment Methodology KW - Minorities KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Section 4(f) Statements KW - Streams KW - Transportation KW - Water Quality KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Texas KW - General Bridge Act of 1946, Coast Guard Permits KW - Interstate Commerce Commission Termination Act of 1995, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36346588?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-05-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+FROM+THE+BAYPORT+LOOP+IN+HARRIS+COUNTY%2C+TEXAS.&rft.title=CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+FROM+THE+BAYPORT+LOOP+IN+HARRIS+COUNTY%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, D.C.; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: May 2, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CONSTRUCTION AND OPERATION OF A RAIL LINE FROM THE BAYPORT LOOP IN HARRIS COUNTY, TEXAS. [Part 5 of 5] T2 - CONSTRUCTION AND OPERATION OF A RAIL LINE FROM THE BAYPORT LOOP IN HARRIS COUNTY, TEXAS. AN - 36345335; 10083-030204_0005 AB - PURPOSE: The construction of a rail line between the Bayport Loop and the former Galveston, Houston, and Henderson Railroad (GH&H) line near Ellington Field in the vicinity of Houston in southeastern Harris County, Texas is proposed. The new rail line would be constructed by San Jacinto Rail Limited and operated by the Burlington Northern and Santa Fe Railway (BNSF), which now owns the former GH&H line. Seven alternatives, including a No Action Alternative and a No-Build Alternative, are considered in this draft EIS. Under the proposed action, the new rail line, which would extend 12.8 miles, would serve the petro-chemical industries in the Bayport Loop. Petro-chemical interests are now served solely by the Union Pacific Railroad (UP), limiting competition for rail service in the area. Implementation of the proposed action would result in rail operations to and from the new line over trackage rights on UP's GH&H line and UP's East Belt, Terminal, Lafayette, and Baytown Subdivision to the storage yard operted by CMC Railroad at Dayton, approximately 30 miles northeast of Houston. BNSF would run, on average, on train of approximately 36 to 66 cars per day in each direction. On an annual basis, a total of 13,000 to 24,000 carloads and an equal number of empty rail cars would operate on the proposed line, representing 28 to 51 percent of the rail traffic generated in the Bayport Loop. The majority of shipments would consist of non-hazardous plastic pellets transported in hopper cars. The remainder would consist of chemicals transported in tank cars. Currently, BNSF estimates that approximately 1,500 to 7,000 carloads of hazardous materials would be transported over the line per year. Other miscellaneous inbound and outbound commodities would also likely be transported. POSITIVE IMPACTS: The new rail line would provide competitive rail service to petro-chemical product shippers within the Bayport Loop. The new line would increase rail transport capacity and flexibility along the route. Constraints, including service disruptions, currently affecting rail shippers would be eliminated. The project would generate up to $80 million in construction-related expenditures. NEGATIVE IMPACTS: The increase in rail traffic along the line would increase emissions of noise and air pollutants somewhat. The rail line would cross nine jurisdictional surface water bodies and six non-jurisdictional drainage channels, resulting in habitat loss and increased levels of water pollutants in receiving waters. Approximately 2.84 acres of jurisdictional wetlands and 4.22 acres of non-jurisdictional wetlands would be affected. The rail line would fragment habitat and could affect the Texas prairie dawn, a federally protected endangered plant species. Transportation of hazardous materials would occur in an area populated by minority and low-income residents. LEGAL MANDATES: General Bridge Act of 1946 (33 U.S.C. 535) and Interstate Commerce Commission Termination Act of 1995 (49 U.S.C. 10101 et seq.). JF - EPA number: 030204, 1,133 pages, May 2, 2003 PY - 2003 VL - 5 KW - Roads and Railroads KW - Air Quality KW - Air Quality Assessments KW - Archaeological Sites Surveys KW - Biologic Assessments KW - Endangered Species (Plants) KW - Hazardous Materials KW - Health Hazard Analyses KW - Impact Assessment Methodology KW - Minorities KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Section 4(f) Statements KW - Streams KW - Transportation KW - Water Quality KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Texas KW - General Bridge Act of 1946, Coast Guard Permits KW - Interstate Commerce Commission Termination Act of 1995, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36345335?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-05-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+FROM+THE+BAYPORT+LOOP+IN+HARRIS+COUNTY%2C+TEXAS.&rft.title=CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+FROM+THE+BAYPORT+LOOP+IN+HARRIS+COUNTY%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, D.C.; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: May 2, 2003 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - Wisconsin mineral resource GIS and related digital map and database projects; a progress report AN - 51866245; 2004-028534 JF - Proceedings and Abstracts - Institute on Lake Superior Geology. Meeting AU - Brown, B A AU - Czechanski, M L AU - Mudrey, M G, Jr AU - Reid, Daniel D AU - Cannon, William F A2 - Woodruff, Laurel G. A2 - Bornhorst, Theodore Y1 - 2003/05// PY - 2003 DA - May 2003 SP - 9 PB - Institute on Lake Superior Geology, [location varies] VL - 49, Part 1 SN - 1042-9964, 1042-9964 KW - United States KW - North America KW - Upper Mississippi Valley KW - Mississippi Valley KW - data processing KW - mapping KW - mineral resources KW - topography KW - geographic information systems KW - planning KW - nonmetal deposits KW - metal ores KW - data bases KW - CD-ROM KW - information systems KW - Wisconsin KW - Lake Superior region KW - base metals KW - water wells KW - land use KW - 26A:Economic geology, general, deposits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51866245?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Proceedings+and+Abstracts+-+Institute+on+Lake+Superior+Geology.+Meeting&rft.atitle=Wisconsin+mineral+resource+GIS+and+related+digital+map+and+database+projects%3B+a+progress+report&rft.au=Brown%2C+B+A%3BCzechanski%2C+M+L%3BMudrey%2C+M+G%2C+Jr%3BReid%2C+Daniel+D%3BCannon%2C+William+F&rft.aulast=Brown&rft.aufirst=B&rft.date=2003-05-01&rft.volume=49%2C+Part+1&rft.issue=&rft.spage=9&rft.isbn=&rft.btitle=&rft.title=Proceedings+and+Abstracts+-+Institute+on+Lake+Superior+Geology.+Meeting&rft.issn=10429964&rft_id=info:doi/ L2 - http://www.lakesuperiorgeology.org/ LA - English DB - GeoRef N1 - Conference title - Institute on Lake Superior Geology 49th annual meeting N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2004-01-01 N1 - Last updated - 2012-06-07 N1 - CODEN - #01871 N1 - SubjectsTermNotLitGenreText - base metals; CD-ROM; data bases; data processing; geographic information systems; information systems; Lake Superior region; land use; mapping; metal ores; mineral resources; Mississippi Valley; nonmetal deposits; North America; planning; topography; United States; Upper Mississippi Valley; water wells; Wisconsin ER - TY - JOUR T1 - Highway construction, mine reclamation, and land-use planning challenges in the historic Upper Mississippi Valley lead-zinc district of Southwest Wisconsin AN - 50288390; 2004-028535 JF - Proceedings and Abstracts - Institute on Lake Superior Geology. Meeting AU - Brown, B A AU - Mudrey, M G, Jr AU - Czechanski, M L AU - Reid, Daniel D AU - Hunt, T C AU - Cannon, William F A2 - Woodruff, Laurel G. A2 - Bornhorst, Theodore Y1 - 2003/05// PY - 2003 DA - May 2003 SP - 10 PB - Institute on Lake Superior Geology, [location varies] VL - 49, Part 1 SN - 1042-9964, 1042-9964 KW - United States KW - North America KW - sulfate ion KW - lead ores KW - reclamation KW - zinc ores KW - pollution KW - production KW - ground water KW - history KW - southwestern Wisconsin KW - metal ores KW - leachate KW - Wisconsin KW - Lake Superior region KW - tailings KW - lead-zinc deposits KW - roads KW - 27A:Economic geology, geology of ore deposits KW - 22:Environmental geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50288390?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Proceedings+and+Abstracts+-+Institute+on+Lake+Superior+Geology.+Meeting&rft.atitle=Highway+construction%2C+mine+reclamation%2C+and+land-use+planning+challenges+in+the+historic+Upper+Mississippi+Valley+lead-zinc+district+of+Southwest+Wisconsin&rft.au=Brown%2C+B+A%3BMudrey%2C+M+G%2C+Jr%3BCzechanski%2C+M+L%3BReid%2C+Daniel+D%3BHunt%2C+T+C%3BCannon%2C+William+F&rft.aulast=Brown&rft.aufirst=B&rft.date=2003-05-01&rft.volume=49%2C+Part+1&rft.issue=&rft.spage=10&rft.isbn=&rft.btitle=&rft.title=Proceedings+and+Abstracts+-+Institute+on+Lake+Superior+Geology.+Meeting&rft.issn=10429964&rft_id=info:doi/ L2 - http://www.lakesuperiorgeology.org/ LA - English DB - GeoRef N1 - Conference title - Institute on Lake Superior Geology 49th annual meeting N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2004-01-01 N1 - Last updated - 2012-06-07 N1 - CODEN - #01871 N1 - SubjectsTermNotLitGenreText - ground water; history; Lake Superior region; leachate; lead ores; lead-zinc deposits; metal ores; North America; pollution; production; reclamation; roads; southwestern Wisconsin; sulfate ion; tailings; United States; Wisconsin; zinc ores ER - TY - RPRT T1 - US 31 PETOSKEY AREA IMPROVEMENT PROJECT, EMMET COUNTY, MICHIGAN. AN - 36412455; 10076 AB - PURPOSE: The improvement of a seven-mile segment of US 31 in and around the community of Petoskey in Emmet County in the northwestern section of the lower peninsula of Michigan is proposed. The study corridor encompasses the city of Petoskey and portions of Resort and Bear Creek townships in the southwestern portion of the county. US 31 is the principal state arterial highway serving Petoskey, a scenic, tourist-oriented community along the Lake Michigan shoreline. The area is one of Michigan's most popular resort areas. Development and growth in the area have been steady, most of it located along trunkline facilities, resulting in traffic conflicts and congestion. The project area is bounded on the west by Townsend Road and extends east of Bay View to the intersection of UC 31 and M 119. The area extends to the south from the Little Traverse Bay shoreline to Click Road. Existing US 31 varies considerably throughout the project area: it is two lanes wide at the eastern and western extremes, but widens to four and five lanes within Petoskey, then narrows to two lanes east of Mitchell Street, then widens to three, four, and then five lanes within Bay View. Seven alternatives, including a No- Build Alternative, a Transit Alternative, a Traffic Demand Management Alternative, and a Transportation Systems Management Alternative, were considered in the draft EIS of July 1994. Seven alternatives were considered in the draft supplemental EIS of August 2001. The 9.5-mile Far-South Alternative would be primarily constructed as a super-two facility, meaning that it would feature two lanes in each direction with a continue out center lane for passing. Taking into consideration local topography, a continuous passing lane serving south/eastbound traffic is proposed from the western terminus to approximately Blackbird Road. East of Blackbird Road to Eppler Road, the Far-South Alternative would consist of only two lanes. Between Eppler Road and Cemetery Road, the Far-South Alternative would transition from the super-two configuration to a boulevard configuration with a 60-foot median and five-foot-wide paved shoulders in each direction. The 10-mile Intertown-South Alternative, which has been introduced into the decision-making process and resulted in the draft supplement of August 2001 since the draft EIS, would follow a route similar to that of the Far-South Alternative, but would continue futher south within the western portion of the study area and curve to the east near the intersection of Lake Grove and Intertown roads. The intertown-South Alternative would be designed as a super-two cross-section, which would transition to a four-lane boulevard between Eppler and Cemetery roads. A continuous passing lane for south/eastbound traffic would extendd from the western terminus to just east of Lake Grove Road. One new railroad crossing would be required under either alternative. In addition the supplemental statement addresses a No-BBuild Alternative. Based on public opposition to the two biuld alternatives, the No-Build Alternative has been selected as the preferred alternative. POSITIVE IMPACTS: The highway improvements would have eased traffic congestion on existing US 31, and accommodated long-term local traffic demands by increasing capacity. NEGATIVE IMPACTS: Under the build alternatives, rights-of-way requirements would have displaced up to 39 structures, including 30 residences and one or three businesses, 110 acres of active farmland. Over 130 acres of farmland would have been affected indirectly by landlocking or eliminating access to the parcels. Up to 19 acres of unique farmland would also have been displaced. Several types of sensitive wildlife habitat, including wildlife corridors, upland forests, drumlins, and 20 acres of wetlands, would habve been lost. Five acres of cedar swamp and 50 acres of upland forest would have been displaced. Furthermore, no wetland mitigation sites could be identified in the Tannery Creek watershed, which would have sustained the highest of second highest extent of wetland losses. The topographic and scenic quality of the Petoskey area, which is characterized by rolling hills, sharp ridges, and broad valleys, would have been altered significantly. _ 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 and draft supplemental EISs, see 94-0330D, Volume 18, Number 4, and 02-0065D, Volume 26, Number 1. JF - EPA number: 030197, Final EIS--175 pages, Draft Supplemental EIS--371, April 29, 2003 PY - 2003 KW - Roads and Railroads KW - Agency number: FHWA-MI-EIS-94-02-F KW - Archaeological Sites KW - Cultural Resources Assessments KW - Farmlands KW - Forests KW - Highway Structures KW - Highways KW - Noise Assessments KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Safety KW - Scenic Areas KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Lake Michigan KW - Michigan KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36412455?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+31+PETOSKEY+AREA+IMPROVEMENT+PROJECT%2C+EMMET+COUNTY%2C+MICHIGAN.&rft.title=US+31+PETOSKEY+AREA+IMPROVEMENT+PROJECT%2C+EMMET+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: April 29, 2003 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 - 36441376; 10070 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 Suothpark 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 subalternatives are considered in this draft 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 to 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 bottomland 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). JF - EPA number: 030191, 303 pages and maps, April 25, 2003 PY - 2003 KW - Roads and Railroads KW - Agency number: FHWA-LA-EIS-03-01-D 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 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36441376?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-49+SOUTH%2C+LAFAYETE+REGIONAL+AIRPORT+TO+LA+88%2C+ROUTE+U.S.+90%2C+IBERIA%2C+LAYFAYETTE%2C+AND+ST.+MARTIN+PARISHES%2C+LOUISIANA+%28FEDERAL+PROJECT+NO.+I-49-1%28057%29%3B+STATE+PROJECT+NO.+700-99-00230%29.&rft.title=I-49+SOUTH%2C+LAFAYETE+REGIONAL+AIRPORT+TO+LA+88%2C+ROUTE+U.S.+90%2C+IBERIA%2C+LAYFAYETTE%2C+AND+ST.+MARTIN+PARISHES%2C+LOUISIANA+%28FEDERAL+PROJECT+NO.+I-49-1%28057%29%3B+STATE+PROJECT+NO.+700-99-00230%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 - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: April 25, 2003 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 7 of 26] 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 - 36347857; 10070-030191_0007 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 Suothpark 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 subalternatives are considered in this draft 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 to 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 bottomland 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). JF - EPA number: 030191, 303 pages and maps, April 25, 2003 PY - 2003 VL - 7 KW - Roads and Railroads KW - Agency number: FHWA-LA-EIS-03-01-D 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 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36347857?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-49+SOUTH%2C+LAFAYETE+REGIONAL+AIRPORT+TO+LA+88%2C+ROUTE+U.S.+90%2C+IBERIA%2C+LAYFAYETTE%2C+AND+ST.+MARTIN+PARISHES%2C+LOUISIANA+%28FEDERAL+PROJECT+NO.+I-49-1%28057%29%3B+STATE+PROJECT+NO.+700-99-00230%29.&rft.title=I-49+SOUTH%2C+LAFAYETE+REGIONAL+AIRPORT+TO+LA+88%2C+ROUTE+U.S.+90%2C+IBERIA%2C+LAYFAYETTE%2C+AND+ST.+MARTIN+PARISHES%2C+LOUISIANA+%28FEDERAL+PROJECT+NO.+I-49-1%28057%29%3B+STATE+PROJECT+NO.+700-99-00230%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 - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: April 25, 2003 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 14 of 26] 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 - 36347423; 10070-030191_0014 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 Suothpark 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 subalternatives are considered in this draft 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 to 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 bottomland 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). JF - EPA number: 030191, 303 pages and maps, April 25, 2003 PY - 2003 VL - 14 KW - Roads and Railroads KW - Agency number: FHWA-LA-EIS-03-01-D 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 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36347423?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-49+SOUTH%2C+LAFAYETE+REGIONAL+AIRPORT+TO+LA+88%2C+ROUTE+U.S.+90%2C+IBERIA%2C+LAYFAYETTE%2C+AND+ST.+MARTIN+PARISHES%2C+LOUISIANA+%28FEDERAL+PROJECT+NO.+I-49-1%28057%29%3B+STATE+PROJECT+NO.+700-99-00230%29.&rft.title=I-49+SOUTH%2C+LAFAYETE+REGIONAL+AIRPORT+TO+LA+88%2C+ROUTE+U.S.+90%2C+IBERIA%2C+LAYFAYETTE%2C+AND+ST.+MARTIN+PARISHES%2C+LOUISIANA+%28FEDERAL+PROJECT+NO.+I-49-1%28057%29%3B+STATE+PROJECT+NO.+700-99-00230%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 - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: April 25, 2003 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 15 of 26] 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 - 36347316; 10070-030191_0015 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 Suothpark 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 subalternatives are considered in this draft 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 to 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 bottomland 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). JF - EPA number: 030191, 303 pages and maps, April 25, 2003 PY - 2003 VL - 15 KW - Roads and Railroads KW - Agency number: FHWA-LA-EIS-03-01-D 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 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36347316?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-49+SOUTH%2C+LAFAYETE+REGIONAL+AIRPORT+TO+LA+88%2C+ROUTE+U.S.+90%2C+IBERIA%2C+LAYFAYETTE%2C+AND+ST.+MARTIN+PARISHES%2C+LOUISIANA+%28FEDERAL+PROJECT+NO.+I-49-1%28057%29%3B+STATE+PROJECT+NO.+700-99-00230%29.&rft.title=I-49+SOUTH%2C+LAFAYETE+REGIONAL+AIRPORT+TO+LA+88%2C+ROUTE+U.S.+90%2C+IBERIA%2C+LAYFAYETTE%2C+AND+ST.+MARTIN+PARISHES%2C+LOUISIANA+%28FEDERAL+PROJECT+NO.+I-49-1%28057%29%3B+STATE+PROJECT+NO.+700-99-00230%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 - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: April 25, 2003 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 22 of 26] 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 - 36346603; 10070-030191_0022 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 Suothpark 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 subalternatives are considered in this draft 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 to 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 bottomland 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). JF - EPA number: 030191, 303 pages and maps, April 25, 2003 PY - 2003 VL - 22 KW - Roads and Railroads KW - Agency number: FHWA-LA-EIS-03-01-D 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 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36346603?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-49+SOUTH%2C+LAFAYETE+REGIONAL+AIRPORT+TO+LA+88%2C+ROUTE+U.S.+90%2C+IBERIA%2C+LAYFAYETTE%2C+AND+ST.+MARTIN+PARISHES%2C+LOUISIANA+%28FEDERAL+PROJECT+NO.+I-49-1%28057%29%3B+STATE+PROJECT+NO.+700-99-00230%29.&rft.title=I-49+SOUTH%2C+LAFAYETE+REGIONAL+AIRPORT+TO+LA+88%2C+ROUTE+U.S.+90%2C+IBERIA%2C+LAYFAYETTE%2C+AND+ST.+MARTIN+PARISHES%2C+LOUISIANA+%28FEDERAL+PROJECT+NO.+I-49-1%28057%29%3B+STATE+PROJECT+NO.+700-99-00230%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 - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: April 25, 2003 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 21 of 26] 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 - 36346465; 10070-030191_0021 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 Suothpark 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 subalternatives are considered in this draft 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 to 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 bottomland 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). JF - EPA number: 030191, 303 pages and maps, April 25, 2003 PY - 2003 VL - 21 KW - Roads and Railroads KW - Agency number: FHWA-LA-EIS-03-01-D 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 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36346465?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-49+SOUTH%2C+LAFAYETE+REGIONAL+AIRPORT+TO+LA+88%2C+ROUTE+U.S.+90%2C+IBERIA%2C+LAYFAYETTE%2C+AND+ST.+MARTIN+PARISHES%2C+LOUISIANA+%28FEDERAL+PROJECT+NO.+I-49-1%28057%29%3B+STATE+PROJECT+NO.+700-99-00230%29.&rft.title=I-49+SOUTH%2C+LAFAYETE+REGIONAL+AIRPORT+TO+LA+88%2C+ROUTE+U.S.+90%2C+IBERIA%2C+LAYFAYETTE%2C+AND+ST.+MARTIN+PARISHES%2C+LOUISIANA+%28FEDERAL+PROJECT+NO.+I-49-1%28057%29%3B+STATE+PROJECT+NO.+700-99-00230%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 - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: April 25, 2003 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 4 of 26] 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 - 36346451; 10070-030191_0004 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 Suothpark 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 subalternatives are considered in this draft 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 to 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 bottomland 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). JF - EPA number: 030191, 303 pages and maps, April 25, 2003 PY - 2003 VL - 4 KW - Roads and Railroads KW - Agency number: FHWA-LA-EIS-03-01-D 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 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36346451?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-49+SOUTH%2C+LAFAYETE+REGIONAL+AIRPORT+TO+LA+88%2C+ROUTE+U.S.+90%2C+IBERIA%2C+LAYFAYETTE%2C+AND+ST.+MARTIN+PARISHES%2C+LOUISIANA+%28FEDERAL+PROJECT+NO.+I-49-1%28057%29%3B+STATE+PROJECT+NO.+700-99-00230%29.&rft.title=I-49+SOUTH%2C+LAFAYETE+REGIONAL+AIRPORT+TO+LA+88%2C+ROUTE+U.S.+90%2C+IBERIA%2C+LAYFAYETTE%2C+AND+ST.+MARTIN+PARISHES%2C+LOUISIANA+%28FEDERAL+PROJECT+NO.+I-49-1%28057%29%3B+STATE+PROJECT+NO.+700-99-00230%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 - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: April 25, 2003 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 19 of 26] 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 - 36346304; 10070-030191_0019 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 Suothpark 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 subalternatives are considered in this draft 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 to 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 bottomland 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). JF - EPA number: 030191, 303 pages and maps, April 25, 2003 PY - 2003 VL - 19 KW - Roads and Railroads KW - Agency number: FHWA-LA-EIS-03-01-D 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 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36346304?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-49+SOUTH%2C+LAFAYETE+REGIONAL+AIRPORT+TO+LA+88%2C+ROUTE+U.S.+90%2C+IBERIA%2C+LAYFAYETTE%2C+AND+ST.+MARTIN+PARISHES%2C+LOUISIANA+%28FEDERAL+PROJECT+NO.+I-49-1%28057%29%3B+STATE+PROJECT+NO.+700-99-00230%29.&rft.title=I-49+SOUTH%2C+LAFAYETE+REGIONAL+AIRPORT+TO+LA+88%2C+ROUTE+U.S.+90%2C+IBERIA%2C+LAYFAYETTE%2C+AND+ST.+MARTIN+PARISHES%2C+LOUISIANA+%28FEDERAL+PROJECT+NO.+I-49-1%28057%29%3B+STATE+PROJECT+NO.+700-99-00230%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 - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: April 25, 2003 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 5 of 26] 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 - 36346208; 10070-030191_0005 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 Suothpark 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 subalternatives are considered in this draft 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 to 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 bottomland 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). JF - EPA number: 030191, 303 pages and maps, April 25, 2003 PY - 2003 VL - 5 KW - Roads and Railroads KW - Agency number: FHWA-LA-EIS-03-01-D 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 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36346208?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-49+SOUTH%2C+LAFAYETE+REGIONAL+AIRPORT+TO+LA+88%2C+ROUTE+U.S.+90%2C+IBERIA%2C+LAYFAYETTE%2C+AND+ST.+MARTIN+PARISHES%2C+LOUISIANA+%28FEDERAL+PROJECT+NO.+I-49-1%28057%29%3B+STATE+PROJECT+NO.+700-99-00230%29.&rft.title=I-49+SOUTH%2C+LAFAYETE+REGIONAL+AIRPORT+TO+LA+88%2C+ROUTE+U.S.+90%2C+IBERIA%2C+LAYFAYETTE%2C+AND+ST.+MARTIN+PARISHES%2C+LOUISIANA+%28FEDERAL+PROJECT+NO.+I-49-1%28057%29%3B+STATE+PROJECT+NO.+700-99-00230%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 - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: April 25, 2003 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 12 of 26] 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 - 36346125; 10070-030191_0012 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 Suothpark 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 subalternatives are considered in this draft 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 to 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 bottomland 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). JF - EPA number: 030191, 303 pages and maps, April 25, 2003 PY - 2003 VL - 12 KW - Roads and Railroads KW - Agency number: FHWA-LA-EIS-03-01-D 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 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36346125?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-49+SOUTH%2C+LAFAYETE+REGIONAL+AIRPORT+TO+LA+88%2C+ROUTE+U.S.+90%2C+IBERIA%2C+LAYFAYETTE%2C+AND+ST.+MARTIN+PARISHES%2C+LOUISIANA+%28FEDERAL+PROJECT+NO.+I-49-1%28057%29%3B+STATE+PROJECT+NO.+700-99-00230%29.&rft.title=I-49+SOUTH%2C+LAFAYETE+REGIONAL+AIRPORT+TO+LA+88%2C+ROUTE+U.S.+90%2C+IBERIA%2C+LAYFAYETTE%2C+AND+ST.+MARTIN+PARISHES%2C+LOUISIANA+%28FEDERAL+PROJECT+NO.+I-49-1%28057%29%3B+STATE+PROJECT+NO.+700-99-00230%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 - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: April 25, 2003 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 26] 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 - 36345982; 10070-030191_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 Suothpark 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 subalternatives are considered in this draft 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 to 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 bottomland 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). JF - EPA number: 030191, 303 pages and maps, April 25, 2003 PY - 2003 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-LA-EIS-03-01-D 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 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36345982?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-49+SOUTH%2C+LAFAYETE+REGIONAL+AIRPORT+TO+LA+88%2C+ROUTE+U.S.+90%2C+IBERIA%2C+LAYFAYETTE%2C+AND+ST.+MARTIN+PARISHES%2C+LOUISIANA+%28FEDERAL+PROJECT+NO.+I-49-1%28057%29%3B+STATE+PROJECT+NO.+700-99-00230%29.&rft.title=I-49+SOUTH%2C+LAFAYETE+REGIONAL+AIRPORT+TO+LA+88%2C+ROUTE+U.S.+90%2C+IBERIA%2C+LAYFAYETTE%2C+AND+ST.+MARTIN+PARISHES%2C+LOUISIANA+%28FEDERAL+PROJECT+NO.+I-49-1%28057%29%3B+STATE+PROJECT+NO.+700-99-00230%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 - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: April 25, 2003 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 13 of 26] 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 - 36345266; 10070-030191_0013 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 Suothpark 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 subalternatives are considered in this draft 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 to 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 bottomland 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). JF - EPA number: 030191, 303 pages and maps, April 25, 2003 PY - 2003 VL - 13 KW - Roads and Railroads KW - Agency number: FHWA-LA-EIS-03-01-D 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 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36345266?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-49+SOUTH%2C+LAFAYETE+REGIONAL+AIRPORT+TO+LA+88%2C+ROUTE+U.S.+90%2C+IBERIA%2C+LAYFAYETTE%2C+AND+ST.+MARTIN+PARISHES%2C+LOUISIANA+%28FEDERAL+PROJECT+NO.+I-49-1%28057%29%3B+STATE+PROJECT+NO.+700-99-00230%29.&rft.title=I-49+SOUTH%2C+LAFAYETE+REGIONAL+AIRPORT+TO+LA+88%2C+ROUTE+U.S.+90%2C+IBERIA%2C+LAYFAYETTE%2C+AND+ST.+MARTIN+PARISHES%2C+LOUISIANA+%28FEDERAL+PROJECT+NO.+I-49-1%28057%29%3B+STATE+PROJECT+NO.+700-99-00230%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 - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: April 25, 2003 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 18 of 26] 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 - 36345128; 10070-030191_0018 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 Suothpark 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 subalternatives are considered in this draft 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 to 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 bottomland 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). JF - EPA number: 030191, 303 pages and maps, April 25, 2003 PY - 2003 VL - 18 KW - Roads and Railroads KW - Agency number: FHWA-LA-EIS-03-01-D 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 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36345128?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-49+SOUTH%2C+LAFAYETE+REGIONAL+AIRPORT+TO+LA+88%2C+ROUTE+U.S.+90%2C+IBERIA%2C+LAYFAYETTE%2C+AND+ST.+MARTIN+PARISHES%2C+LOUISIANA+%28FEDERAL+PROJECT+NO.+I-49-1%28057%29%3B+STATE+PROJECT+NO.+700-99-00230%29.&rft.title=I-49+SOUTH%2C+LAFAYETE+REGIONAL+AIRPORT+TO+LA+88%2C+ROUTE+U.S.+90%2C+IBERIA%2C+LAYFAYETTE%2C+AND+ST.+MARTIN+PARISHES%2C+LOUISIANA+%28FEDERAL+PROJECT+NO.+I-49-1%28057%29%3B+STATE+PROJECT+NO.+700-99-00230%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 - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: April 25, 2003 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 8 of 26] 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 - 36345096; 10070-030191_0008 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 Suothpark 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 subalternatives are considered in this draft 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 to 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 bottomland 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). JF - EPA number: 030191, 303 pages and maps, April 25, 2003 PY - 2003 VL - 8 KW - Roads and Railroads KW - Agency number: FHWA-LA-EIS-03-01-D 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 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36345096?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-49+SOUTH%2C+LAFAYETE+REGIONAL+AIRPORT+TO+LA+88%2C+ROUTE+U.S.+90%2C+IBERIA%2C+LAYFAYETTE%2C+AND+ST.+MARTIN+PARISHES%2C+LOUISIANA+%28FEDERAL+PROJECT+NO.+I-49-1%28057%29%3B+STATE+PROJECT+NO.+700-99-00230%29.&rft.title=I-49+SOUTH%2C+LAFAYETE+REGIONAL+AIRPORT+TO+LA+88%2C+ROUTE+U.S.+90%2C+IBERIA%2C+LAYFAYETTE%2C+AND+ST.+MARTIN+PARISHES%2C+LOUISIANA+%28FEDERAL+PROJECT+NO.+I-49-1%28057%29%3B+STATE+PROJECT+NO.+700-99-00230%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 - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: April 25, 2003 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 24 of 26] 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 - 36345083; 10070-030191_0024 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 Suothpark 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 subalternatives are considered in this draft 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 to 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 bottomland 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). JF - EPA number: 030191, 303 pages and maps, April 25, 2003 PY - 2003 VL - 24 KW - Roads and Railroads KW - Agency number: FHWA-LA-EIS-03-01-D 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 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36345083?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-49+SOUTH%2C+LAFAYETE+REGIONAL+AIRPORT+TO+LA+88%2C+ROUTE+U.S.+90%2C+IBERIA%2C+LAYFAYETTE%2C+AND+ST.+MARTIN+PARISHES%2C+LOUISIANA+%28FEDERAL+PROJECT+NO.+I-49-1%28057%29%3B+STATE+PROJECT+NO.+700-99-00230%29.&rft.title=I-49+SOUTH%2C+LAFAYETE+REGIONAL+AIRPORT+TO+LA+88%2C+ROUTE+U.S.+90%2C+IBERIA%2C+LAYFAYETTE%2C+AND+ST.+MARTIN+PARISHES%2C+LOUISIANA+%28FEDERAL+PROJECT+NO.+I-49-1%28057%29%3B+STATE+PROJECT+NO.+700-99-00230%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 - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: April 25, 2003 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 11 of 26] 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 - 36344916; 10070-030191_0011 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 Suothpark 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 subalternatives are considered in this draft 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 to 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 bottomland 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). JF - EPA number: 030191, 303 pages and maps, April 25, 2003 PY - 2003 VL - 11 KW - Roads and Railroads KW - Agency number: FHWA-LA-EIS-03-01-D 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 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36344916?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-49+SOUTH%2C+LAFAYETE+REGIONAL+AIRPORT+TO+LA+88%2C+ROUTE+U.S.+90%2C+IBERIA%2C+LAYFAYETTE%2C+AND+ST.+MARTIN+PARISHES%2C+LOUISIANA+%28FEDERAL+PROJECT+NO.+I-49-1%28057%29%3B+STATE+PROJECT+NO.+700-99-00230%29.&rft.title=I-49+SOUTH%2C+LAFAYETE+REGIONAL+AIRPORT+TO+LA+88%2C+ROUTE+U.S.+90%2C+IBERIA%2C+LAYFAYETTE%2C+AND+ST.+MARTIN+PARISHES%2C+LOUISIANA+%28FEDERAL+PROJECT+NO.+I-49-1%28057%29%3B+STATE+PROJECT+NO.+700-99-00230%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 - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: April 25, 2003 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 26 of 26] 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 - 36344880; 10070-030191_0026 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 Suothpark 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 subalternatives are considered in this draft 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 to 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 bottomland 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). JF - EPA number: 030191, 303 pages and maps, April 25, 2003 PY - 2003 VL - 26 KW - Roads and Railroads KW - Agency number: FHWA-LA-EIS-03-01-D 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 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36344880?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-49+SOUTH%2C+LAFAYETE+REGIONAL+AIRPORT+TO+LA+88%2C+ROUTE+U.S.+90%2C+IBERIA%2C+LAYFAYETTE%2C+AND+ST.+MARTIN+PARISHES%2C+LOUISIANA+%28FEDERAL+PROJECT+NO.+I-49-1%28057%29%3B+STATE+PROJECT+NO.+700-99-00230%29.&rft.title=I-49+SOUTH%2C+LAFAYETE+REGIONAL+AIRPORT+TO+LA+88%2C+ROUTE+U.S.+90%2C+IBERIA%2C+LAYFAYETTE%2C+AND+ST.+MARTIN+PARISHES%2C+LOUISIANA+%28FEDERAL+PROJECT+NO.+I-49-1%28057%29%3B+STATE+PROJECT+NO.+700-99-00230%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 - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: April 25, 2003 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 23 of 26] 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 - 36344859; 10070-030191_0023 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 Suothpark 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 subalternatives are considered in this draft 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 to 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 bottomland 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). JF - EPA number: 030191, 303 pages and maps, April 25, 2003 PY - 2003 VL - 23 KW - Roads and Railroads KW - Agency number: FHWA-LA-EIS-03-01-D 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 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36344859?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-49+SOUTH%2C+LAFAYETE+REGIONAL+AIRPORT+TO+LA+88%2C+ROUTE+U.S.+90%2C+IBERIA%2C+LAYFAYETTE%2C+AND+ST.+MARTIN+PARISHES%2C+LOUISIANA+%28FEDERAL+PROJECT+NO.+I-49-1%28057%29%3B+STATE+PROJECT+NO.+700-99-00230%29.&rft.title=I-49+SOUTH%2C+LAFAYETE+REGIONAL+AIRPORT+TO+LA+88%2C+ROUTE+U.S.+90%2C+IBERIA%2C+LAYFAYETTE%2C+AND+ST.+MARTIN+PARISHES%2C+LOUISIANA+%28FEDERAL+PROJECT+NO.+I-49-1%28057%29%3B+STATE+PROJECT+NO.+700-99-00230%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 - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: April 25, 2003 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 6 of 26] 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 - 36344698; 10070-030191_0006 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 Suothpark 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 subalternatives are considered in this draft 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 to 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 bottomland 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). JF - EPA number: 030191, 303 pages and maps, April 25, 2003 PY - 2003 VL - 6 KW - Roads and Railroads KW - Agency number: FHWA-LA-EIS-03-01-D 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 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36344698?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-49+SOUTH%2C+LAFAYETE+REGIONAL+AIRPORT+TO+LA+88%2C+ROUTE+U.S.+90%2C+IBERIA%2C+LAYFAYETTE%2C+AND+ST.+MARTIN+PARISHES%2C+LOUISIANA+%28FEDERAL+PROJECT+NO.+I-49-1%28057%29%3B+STATE+PROJECT+NO.+700-99-00230%29.&rft.title=I-49+SOUTH%2C+LAFAYETE+REGIONAL+AIRPORT+TO+LA+88%2C+ROUTE+U.S.+90%2C+IBERIA%2C+LAYFAYETTE%2C+AND+ST.+MARTIN+PARISHES%2C+LOUISIANA+%28FEDERAL+PROJECT+NO.+I-49-1%28057%29%3B+STATE+PROJECT+NO.+700-99-00230%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 - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: April 25, 2003 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 16 of 26] 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 - 36344600; 10070-030191_0016 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 Suothpark 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 subalternatives are considered in this draft 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 to 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 bottomland 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). JF - EPA number: 030191, 303 pages and maps, April 25, 2003 PY - 2003 VL - 16 KW - Roads and Railroads KW - Agency number: FHWA-LA-EIS-03-01-D 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 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36344600?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-49+SOUTH%2C+LAFAYETE+REGIONAL+AIRPORT+TO+LA+88%2C+ROUTE+U.S.+90%2C+IBERIA%2C+LAYFAYETTE%2C+AND+ST.+MARTIN+PARISHES%2C+LOUISIANA+%28FEDERAL+PROJECT+NO.+I-49-1%28057%29%3B+STATE+PROJECT+NO.+700-99-00230%29.&rft.title=I-49+SOUTH%2C+LAFAYETE+REGIONAL+AIRPORT+TO+LA+88%2C+ROUTE+U.S.+90%2C+IBERIA%2C+LAYFAYETTE%2C+AND+ST.+MARTIN+PARISHES%2C+LOUISIANA+%28FEDERAL+PROJECT+NO.+I-49-1%28057%29%3B+STATE+PROJECT+NO.+700-99-00230%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 - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: April 25, 2003 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 20 of 26] 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 - 36344579; 10070-030191_0020 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 Suothpark 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 subalternatives are considered in this draft 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 to 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 bottomland 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). JF - EPA number: 030191, 303 pages and maps, April 25, 2003 PY - 2003 VL - 20 KW - Roads and Railroads KW - Agency number: FHWA-LA-EIS-03-01-D 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 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36344579?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-49+SOUTH%2C+LAFAYETE+REGIONAL+AIRPORT+TO+LA+88%2C+ROUTE+U.S.+90%2C+IBERIA%2C+LAYFAYETTE%2C+AND+ST.+MARTIN+PARISHES%2C+LOUISIANA+%28FEDERAL+PROJECT+NO.+I-49-1%28057%29%3B+STATE+PROJECT+NO.+700-99-00230%29.&rft.title=I-49+SOUTH%2C+LAFAYETE+REGIONAL+AIRPORT+TO+LA+88%2C+ROUTE+U.S.+90%2C+IBERIA%2C+LAYFAYETTE%2C+AND+ST.+MARTIN+PARISHES%2C+LOUISIANA+%28FEDERAL+PROJECT+NO.+I-49-1%28057%29%3B+STATE+PROJECT+NO.+700-99-00230%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 - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: April 25, 2003 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 2 of 26] 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 - 36344526; 10070-030191_0002 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 Suothpark 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 subalternatives are considered in this draft 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 to 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 bottomland 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). JF - EPA number: 030191, 303 pages and maps, April 25, 2003 PY - 2003 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-LA-EIS-03-01-D 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 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36344526?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-49+SOUTH%2C+LAFAYETE+REGIONAL+AIRPORT+TO+LA+88%2C+ROUTE+U.S.+90%2C+IBERIA%2C+LAYFAYETTE%2C+AND+ST.+MARTIN+PARISHES%2C+LOUISIANA+%28FEDERAL+PROJECT+NO.+I-49-1%28057%29%3B+STATE+PROJECT+NO.+700-99-00230%29.&rft.title=I-49+SOUTH%2C+LAFAYETE+REGIONAL+AIRPORT+TO+LA+88%2C+ROUTE+U.S.+90%2C+IBERIA%2C+LAYFAYETTE%2C+AND+ST.+MARTIN+PARISHES%2C+LOUISIANA+%28FEDERAL+PROJECT+NO.+I-49-1%28057%29%3B+STATE+PROJECT+NO.+700-99-00230%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 - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: April 25, 2003 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 17 of 26] 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 - 36344308; 10070-030191_0017 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 Suothpark 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 subalternatives are considered in this draft 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 to 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 bottomland 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). JF - EPA number: 030191, 303 pages and maps, April 25, 2003 PY - 2003 VL - 17 KW - Roads and Railroads KW - Agency number: FHWA-LA-EIS-03-01-D 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 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36344308?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-49+SOUTH%2C+LAFAYETE+REGIONAL+AIRPORT+TO+LA+88%2C+ROUTE+U.S.+90%2C+IBERIA%2C+LAYFAYETTE%2C+AND+ST.+MARTIN+PARISHES%2C+LOUISIANA+%28FEDERAL+PROJECT+NO.+I-49-1%28057%29%3B+STATE+PROJECT+NO.+700-99-00230%29.&rft.title=I-49+SOUTH%2C+LAFAYETE+REGIONAL+AIRPORT+TO+LA+88%2C+ROUTE+U.S.+90%2C+IBERIA%2C+LAYFAYETTE%2C+AND+ST.+MARTIN+PARISHES%2C+LOUISIANA+%28FEDERAL+PROJECT+NO.+I-49-1%28057%29%3B+STATE+PROJECT+NO.+700-99-00230%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 - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: April 25, 2003 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 10 of 26] 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 - 36344116; 10070-030191_0010 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 Suothpark 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 subalternatives are considered in this draft 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 to 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 bottomland 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). JF - EPA number: 030191, 303 pages and maps, April 25, 2003 PY - 2003 VL - 10 KW - Roads and Railroads KW - Agency number: FHWA-LA-EIS-03-01-D 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 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36344116?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-49+SOUTH%2C+LAFAYETE+REGIONAL+AIRPORT+TO+LA+88%2C+ROUTE+U.S.+90%2C+IBERIA%2C+LAYFAYETTE%2C+AND+ST.+MARTIN+PARISHES%2C+LOUISIANA+%28FEDERAL+PROJECT+NO.+I-49-1%28057%29%3B+STATE+PROJECT+NO.+700-99-00230%29.&rft.title=I-49+SOUTH%2C+LAFAYETE+REGIONAL+AIRPORT+TO+LA+88%2C+ROUTE+U.S.+90%2C+IBERIA%2C+LAYFAYETTE%2C+AND+ST.+MARTIN+PARISHES%2C+LOUISIANA+%28FEDERAL+PROJECT+NO.+I-49-1%28057%29%3B+STATE+PROJECT+NO.+700-99-00230%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 - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: April 25, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MISSOURI RIVER CORRIDOR, JACKSON AND CLAY COUNTIES, MISSOURI: FRONT STREET, CHOUTEAU TRAFFICWAY, SOUTH RIVERFRONT EXPRESSWAY, AND LITTLE BLUE EXPRESSWAY. AN - 36438463; 10066 AB - PURPOSE: The construction of a 24.8-mile roadway located in the cities of Kansas City, Sugar Creek, Independence, and unincorporated Jackson County, Missouri is proposed. The corridor consists of four segments: Front Street, Chouteau Trafficway, South Riverfront Expressway, and the Little Blue Expressway. Project termini are Front Street on the west, Chouteau Trafficway on the north, Crenshaw Road on the east, and Selsa Road on the south. The project would begin at Front Street, near the intersection with Interstate 29(I-29 and I-35, where the existing roadway would be widened to a four-lane principal arterial section to the intersection with Chouteau Trafficway. From the northern terminus of the project, the intersection of the Chouteau Trafficway and I-35, excluding Chouteau Bridge, to Front Street would provide a six-lane arterial roadway from the Trafficway to a four-lane principal arterial section. Front Street would be widened to provide a six-lane principal arterial section from Chouteau Trafficway east to the beginning of the new South Riverfront Expressway. The South Riverfront Expressway would be a four-lane divided, limited access expressway within a new rights-of-way, extending from the Front Street extension, across the Blue River, through the former Amoco Refinery, along the Missouri River near Cememt City Road, and continuing to a new interchange with Michigan Route 291 (M-291). The South Riverfront Expressway would continue from M-291 as a four-lane limited access expressway to US 24. The project would continue with the Little Blue Expressway, which would provide a four-lane limited access expressway, extending from SU 24, continuing west of the Little Blue Trace to the project's southeastern terminus at Selsa Road and 39th Street. A No Build Alternative and nine build alternatives are considered in this draft EIS. Estimated costs of the build alternatives range from $210.8 million to $345.7. POSITIVE IMPACTS: The project would improve the efficiency and safety of transportation; facilitate the development of an integrated transportation system; support economic development in the region; allow management of the transportation system to maximize the return on the investment in highway and transit networks; and maintain or improve the quality of the natural environment and the quality of life. NEGATIVE IMPACTS: Rights-of-way developments could affect significant floodplain lands, potentially increasing flooding in the area and in downstream areas. Wetlands would be displaced, and forested areas that provide wildlife habitat, including habitat for federally protected species would be affected. One of two parks would be encroached upon, and one or two proposed parks would lose land. Agricultural, commercial, industrial, institutional, public, and residential land would be taken. Runoff would affect surface water quality, and the increase in impervious surface would affect groundwater resources. Up to 14 archaeological sites and 50 historic sites would be affected. The project would result in the social severance of neighborhood communities. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991, National Historic Preservation Act of 1966, as amended (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: 030187, 1,277 pages and maps, April 22, 2003 PY - 2003 KW - Roads and Railroads KW - Agency number: FHWA-MO-EIS-03-01-D KW - Archaeological Sites KW - Bridges KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Floodplains KW - Forests KW - Highways KW - Highway Structures KW - Historic Sites KW - Parks KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Transportation KW - Water Quality 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 - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - National Historic Preservation Act of 1966, Archaeological Sites KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36438463?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MISSOURI+RIVER+CORRIDOR%2C+JACKSON+AND+CLAY+COUNTIES%2C+MISSOURI%3A+FRONT+STREET%2C+CHOUTEAU+TRAFFICWAY%2C+SOUTH+RIVERFRONT+EXPRESSWAY%2C+AND+LITTLE+BLUE+EXPRESSWAY.&rft.title=MISSOURI+RIVER+CORRIDOR%2C+JACKSON+AND+CLAY+COUNTIES%2C+MISSOURI%3A+FRONT+STREET%2C+CHOUTEAU+TRAFFICWAY%2C+SOUTH+RIVERFRONT+EXPRESSWAY%2C+AND+LITTLE+BLUE+EXPRESSWAY.&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 - Draft. Preparation date: April 22, 2003 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - MISSOURI RIVER CORRIDOR, JACKSON AND CLAY COUNTIES, MISSOURI: FRONT STREET, CHOUTEAU TRAFFICWAY, SOUTH RIVERFRONT EXPRESSWAY, AND LITTLE BLUE EXPRESSWAY. [Part 1 of 1] T2 - MISSOURI RIVER CORRIDOR, JACKSON AND CLAY COUNTIES, MISSOURI: FRONT STREET, CHOUTEAU TRAFFICWAY, SOUTH RIVERFRONT EXPRESSWAY, AND LITTLE BLUE EXPRESSWAY. AN - 36347542; 10066-030187_0001 AB - PURPOSE: The construction of a 24.8-mile roadway located in the cities of Kansas City, Sugar Creek, Independence, and unincorporated Jackson County, Missouri is proposed. The corridor consists of four segments: Front Street, Chouteau Trafficway, South Riverfront Expressway, and the Little Blue Expressway. Project termini are Front Street on the west, Chouteau Trafficway on the north, Crenshaw Road on the east, and Selsa Road on the south. The project would begin at Front Street, near the intersection with Interstate 29(I-29 and I-35, where the existing roadway would be widened to a four-lane principal arterial section to the intersection with Chouteau Trafficway. From the northern terminus of the project, the intersection of the Chouteau Trafficway and I-35, excluding Chouteau Bridge, to Front Street would provide a six-lane arterial roadway from the Trafficway to a four-lane principal arterial section. Front Street would be widened to provide a six-lane principal arterial section from Chouteau Trafficway east to the beginning of the new South Riverfront Expressway. The South Riverfront Expressway would be a four-lane divided, limited access expressway within a new rights-of-way, extending from the Front Street extension, across the Blue River, through the former Amoco Refinery, along the Missouri River near Cememt City Road, and continuing to a new interchange with Michigan Route 291 (M-291). The South Riverfront Expressway would continue from M-291 as a four-lane limited access expressway to US 24. The project would continue with the Little Blue Expressway, which would provide a four-lane limited access expressway, extending from SU 24, continuing west of the Little Blue Trace to the project's southeastern terminus at Selsa Road and 39th Street. A No Build Alternative and nine build alternatives are considered in this draft EIS. Estimated costs of the build alternatives range from $210.8 million to $345.7. POSITIVE IMPACTS: The project would improve the efficiency and safety of transportation; facilitate the development of an integrated transportation system; support economic development in the region; allow management of the transportation system to maximize the return on the investment in highway and transit networks; and maintain or improve the quality of the natural environment and the quality of life. NEGATIVE IMPACTS: Rights-of-way developments could affect significant floodplain lands, potentially increasing flooding in the area and in downstream areas. Wetlands would be displaced, and forested areas that provide wildlife habitat, including habitat for federally protected species would be affected. One of two parks would be encroached upon, and one or two proposed parks would lose land. Agricultural, commercial, industrial, institutional, public, and residential land would be taken. Runoff would affect surface water quality, and the increase in impervious surface would affect groundwater resources. Up to 14 archaeological sites and 50 historic sites would be affected. The project would result in the social severance of neighborhood communities. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991, National Historic Preservation Act of 1966, as amended (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: 030187, 1,277 pages and maps, April 22, 2003 PY - 2003 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-MO-EIS-03-01-D KW - Archaeological Sites KW - Bridges KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Floodplains KW - Forests KW - Highways KW - Highway Structures KW - Historic Sites KW - Parks KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Transportation KW - Water Quality 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 - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - National Historic Preservation Act of 1966, Archaeological Sites KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36347542?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MISSOURI+RIVER+CORRIDOR%2C+JACKSON+AND+CLAY+COUNTIES%2C+MISSOURI%3A+FRONT+STREET%2C+CHOUTEAU+TRAFFICWAY%2C+SOUTH+RIVERFRONT+EXPRESSWAY%2C+AND+LITTLE+BLUE+EXPRESSWAY.&rft.title=MISSOURI+RIVER+CORRIDOR%2C+JACKSON+AND+CLAY+COUNTIES%2C+MISSOURI%3A+FRONT+STREET%2C+CHOUTEAU+TRAFFICWAY%2C+SOUTH+RIVERFRONT+EXPRESSWAY%2C+AND+LITTLE+BLUE+EXPRESSWAY.&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 - Draft. Preparation date: April 22, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - U.S. HIGHWAY 189, WILDWOOD TO HEBER VALLEY, UTAH AND WASATCH COUNTIES, UTAH (FINAL SUPPLEMENT TO THE FINAL EIS OF 1978). AN - 36426393; 10061 AB - PURPOSE: The improvement of 15 miles of the Provo Canyon Highway (US 189) in Utah and Wasatach counties, Utah is proposed. The project would extend from the Utah/Wasatch County line near the intersection with US 189 on the west and State Road 92 at Wildwood to the intersection of US 189 with US 40 at Heber City on the east. This second supplement to the final EIS of 1978 describes the development of the preferred alignment originally presented in a 1995 re-evaluation of the project. Construction with respect to this project has occurred between 1984 and 2002, with several sections of highway completed as described in the first supplemental EIS issued in 1989. This second supplemental EIS responds to a federal district court order to prepare a new supplement prior to implementing the next phase of construction. This supplement describes a newly preferred alignment between Wildwood and Deer Creek State Park, a distance of 5.3 miles; the new alternative would involve widening the facility to four lanes along this segment, which would be realigned. This alternative differs from that presented in the previous supplement primarily in that it would result in an alignment shift away from the existing highway and the Provo River in the Horseshoe Bend area and in crossing the face of Deer Creek Dam on a buttressed fill. This supplement also addresses the related extension of Provo-Jordan River Parkway Trail system, from Vivian Park to Deer Creek Dam; the system currently runs from the Great Salt Lake through Provo and Orem, and up Provo Canyon as far as Vivian Park. POSITIVE IMPACTS: The project would reduce existing and projected traffic congestion and improve safety for all highway users The newly proposed alignment would substantially reduce environmental impacts compared to the alignment preferred at the time of the previous supplemental EIS. Access to recreational resources in the canyon would be enhanced significantly. In addition, the buttress fill would meet the needs of the Bureau of Reclamation with respect to dam safety. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 22.46 acres of vegetation and the associated wildlife habitat, 1.9 acres of wetlands, and some fishery habitat in Deer Creek. The potential for water quality impacts to the Provo River from sedimentation would increase. Visible cuts and fills would occur in the project area view scape. One historic dam complex, one prehistoric site, and one historic railroad overpass would be affected. PRIOR REFERENCES: For abstracts of the draft and final environmental impact statements (EISs) and the draft supplement to the Final EIS, see 77-0368D, Volume 1, Number 4; 79-1320F, Volume 3, Number 12; and 88-0251D, Volume 12, Number 7-8, respectively. JF - EPA number: 030182, 791 pages and maps, April 18, 2003 PY - 2003 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-76-02-FS KW - Archaeological Sites KW - Creeks KW - Dams KW - Fish KW - Forests KW - Highways KW - Historic Sites KW - Railroad Structures KW - Safety KW - Traffic Analyses KW - Trails KW - Transportation KW - Vegetation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Utah UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36426393?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=U.S.+HIGHWAY+189%2C+WILDWOOD+TO+HEBER+VALLEY%2C+UTAH+AND+WASATCH+COUNTIES%2C+UTAH+%28FINAL+SUPPLEMENT+TO+THE+FINAL+EIS+OF+1978%29.&rft.title=U.S.+HIGHWAY+189%2C+WILDWOOD+TO+HEBER+VALLEY%2C+UTAH+AND+WASATCH+COUNTIES%2C+UTAH+%28FINAL+SUPPLEMENT+TO+THE+FINAL+EIS+OF+1978%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 - 2006-05-01 N1 - SuppNotes - Final. Preparation date: April 18, 2003 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - U.S. HIGHWAY 189, WILDWOOD TO HEBER VALLEY, UTAH AND WASATCH COUNTIES, UTAH (FINAL SUPPLEMENT TO THE FINAL EIS OF 1978). [Part 1 of 1] T2 - U.S. HIGHWAY 189, WILDWOOD TO HEBER VALLEY, UTAH AND WASATCH COUNTIES, UTAH (FINAL SUPPLEMENT TO THE FINAL EIS OF 1978). AN - 36347331; 10061-030182_0001 AB - PURPOSE: The improvement of 15 miles of the Provo Canyon Highway (US 189) in Utah and Wasatach counties, Utah is proposed. The project would extend from the Utah/Wasatch County line near the intersection with US 189 on the west and State Road 92 at Wildwood to the intersection of US 189 with US 40 at Heber City on the east. This second supplement to the final EIS of 1978 describes the development of the preferred alignment originally presented in a 1995 re-evaluation of the project. Construction with respect to this project has occurred between 1984 and 2002, with several sections of highway completed as described in the first supplemental EIS issued in 1989. This second supplemental EIS responds to a federal district court order to prepare a new supplement prior to implementing the next phase of construction. This supplement describes a newly preferred alignment between Wildwood and Deer Creek State Park, a distance of 5.3 miles; the new alternative would involve widening the facility to four lanes along this segment, which would be realigned. This alternative differs from that presented in the previous supplement primarily in that it would result in an alignment shift away from the existing highway and the Provo River in the Horseshoe Bend area and in crossing the face of Deer Creek Dam on a buttressed fill. This supplement also addresses the related extension of Provo-Jordan River Parkway Trail system, from Vivian Park to Deer Creek Dam; the system currently runs from the Great Salt Lake through Provo and Orem, and up Provo Canyon as far as Vivian Park. POSITIVE IMPACTS: The project would reduce existing and projected traffic congestion and improve safety for all highway users The newly proposed alignment would substantially reduce environmental impacts compared to the alignment preferred at the time of the previous supplemental EIS. Access to recreational resources in the canyon would be enhanced significantly. In addition, the buttress fill would meet the needs of the Bureau of Reclamation with respect to dam safety. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 22.46 acres of vegetation and the associated wildlife habitat, 1.9 acres of wetlands, and some fishery habitat in Deer Creek. The potential for water quality impacts to the Provo River from sedimentation would increase. Visible cuts and fills would occur in the project area view scape. One historic dam complex, one prehistoric site, and one historic railroad overpass would be affected. PRIOR REFERENCES: For abstracts of the draft and final environmental impact statements (EISs) and the draft supplement to the Final EIS, see 77-0368D, Volume 1, Number 4; 79-1320F, Volume 3, Number 12; and 88-0251D, Volume 12, Number 7-8, respectively. JF - EPA number: 030182, 791 pages and maps, April 18, 2003 PY - 2003 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-76-02-FS KW - Archaeological Sites KW - Creeks KW - Dams KW - Fish KW - Forests KW - Highways KW - Historic Sites KW - Railroad Structures KW - Safety KW - Traffic Analyses KW - Trails KW - Transportation KW - Vegetation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Utah UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36347331?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=U.S.+HIGHWAY+189%2C+WILDWOOD+TO+HEBER+VALLEY%2C+UTAH+AND+WASATCH+COUNTIES%2C+UTAH+%28FINAL+SUPPLEMENT+TO+THE+FINAL+EIS+OF+1978%29.&rft.title=U.S.+HIGHWAY+189%2C+WILDWOOD+TO+HEBER+VALLEY%2C+UTAH+AND+WASATCH+COUNTIES%2C+UTAH+%28FINAL+SUPPLEMENT+TO+THE+FINAL+EIS+OF+1978%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 - 2006-05-01 N1 - SuppNotes - Final. Preparation date: April 18, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-90 TWO-WAY TRANSIT AND HOV OPERATIONS, KING COUNTY, WASHINGTON. [Part 3 of 4] T2 - I-90 TWO-WAY TRANSIT AND HOV OPERATIONS, KING COUNTY, WASHINGTON. AN - 36379552; 10057-030178_0003 AB - PURPOSE: The construction and operation of a two-way transit and high-occupancy-vehicle (HOV) project in King County, Washington is proposed. The system would operate within the Interstate 90 (I-90) corridor between Seattle and Bellevue. Peak-hour traffic crossing Mercer Island, which includes numerous buses and HOVs, including carpools and vanpools, is currently highly congested. Five alternatives, including a No-Build Alternative (Alternative R-1), are considered in this draft EIS. Alternative R-2B Modified would involve provision of a two-way center roadway, converting the center roadway to two-way traffic for transit and carpool use. Alternative R-5 Restripe would provide for transit-only shoulders on the outer roadway to be used in peak traffic periods, eastbound in the morning and westbound in the evening. Alternative R-5 Modified would also provide transit-only shoulders on the outer roadway and would operate similarly to Alternative R-5 Restripe. In addition to the R-% Restripe provisions though, portions of the outer roadway would be widened to allow for wider inside shoulder for westbound buses. Alternative R-8A would add HOV lanes on the outer roadways, narrowing outer roadway lanes and shoulders to add a transit and carpool lane in each direction; the current center roadway would be maintained for reversible operation. POSITIVE IMPACTS: The new system would improve faster, more reliable HOV access for travelers and mass transportation services in the region. Project partners would be assisted in achieving their goal of encouraging and improving HOV use in the corridor, supporting state, regional, and local planning requirements. The levels of air pollutants and noise emissions along the corridor would decrease significantly. NEGATIVE IMPACTS: During the construction of the modifications to I-90 under the R-5 Restripe Alternative, there would be transit delays due to lane closures and accidents, and full or partial closure of the shared-use pathway for railing replacement. All action alternatives would result in traffic disruption to some extent during construction. Night construction would require a waiver of noise standards. All action alternatives would increase the extent of impervious surface in the corridor, increasing runoff and the transport of pollutants to receiving surface waters. The facilities would be proximate to parklands in several stretches along the freeway. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.). JF - EPA number: 030178, 698 pages and maps, April 17, 2003 PY - 2003 VL - 3 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-03-01-D KW - Air Quality KW - Biologic Assessments KW - Highways KW - Impact Assessment Methodology KW - Noise Standards Violations KW - Parks KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources Surveys KW - Water Quality KW - Washington KW - Department of Transportation Act of 1966, Parks UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36379552?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-90+TWO-WAY+TRANSIT+AND+HOV+OPERATIONS%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=I-90+TWO-WAY+TRANSIT+AND+HOV+OPERATIONS%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: April 17, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-90 TWO-WAY TRANSIT AND HOV OPERATIONS, KING COUNTY, WASHINGTON. [Part 2 of 4] T2 - I-90 TWO-WAY TRANSIT AND HOV OPERATIONS, KING COUNTY, WASHINGTON. AN - 36371071; 10057-030178_0002 AB - PURPOSE: The construction and operation of a two-way transit and high-occupancy-vehicle (HOV) project in King County, Washington is proposed. The system would operate within the Interstate 90 (I-90) corridor between Seattle and Bellevue. Peak-hour traffic crossing Mercer Island, which includes numerous buses and HOVs, including carpools and vanpools, is currently highly congested. Five alternatives, including a No-Build Alternative (Alternative R-1), are considered in this draft EIS. Alternative R-2B Modified would involve provision of a two-way center roadway, converting the center roadway to two-way traffic for transit and carpool use. Alternative R-5 Restripe would provide for transit-only shoulders on the outer roadway to be used in peak traffic periods, eastbound in the morning and westbound in the evening. Alternative R-5 Modified would also provide transit-only shoulders on the outer roadway and would operate similarly to Alternative R-5 Restripe. In addition to the R-% Restripe provisions though, portions of the outer roadway would be widened to allow for wider inside shoulder for westbound buses. Alternative R-8A would add HOV lanes on the outer roadways, narrowing outer roadway lanes and shoulders to add a transit and carpool lane in each direction; the current center roadway would be maintained for reversible operation. POSITIVE IMPACTS: The new system would improve faster, more reliable HOV access for travelers and mass transportation services in the region. Project partners would be assisted in achieving their goal of encouraging and improving HOV use in the corridor, supporting state, regional, and local planning requirements. The levels of air pollutants and noise emissions along the corridor would decrease significantly. NEGATIVE IMPACTS: During the construction of the modifications to I-90 under the R-5 Restripe Alternative, there would be transit delays due to lane closures and accidents, and full or partial closure of the shared-use pathway for railing replacement. All action alternatives would result in traffic disruption to some extent during construction. Night construction would require a waiver of noise standards. All action alternatives would increase the extent of impervious surface in the corridor, increasing runoff and the transport of pollutants to receiving surface waters. The facilities would be proximate to parklands in several stretches along the freeway. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.). JF - EPA number: 030178, 698 pages and maps, April 17, 2003 PY - 2003 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-03-01-D KW - Air Quality KW - Biologic Assessments KW - Highways KW - Impact Assessment Methodology KW - Noise Standards Violations KW - Parks KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources Surveys KW - Water Quality KW - Washington KW - Department of Transportation Act of 1966, Parks UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36371071?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-90+TWO-WAY+TRANSIT+AND+HOV+OPERATIONS%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=I-90+TWO-WAY+TRANSIT+AND+HOV+OPERATIONS%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: April 17, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-90 TWO-WAY TRANSIT AND HOV OPERATIONS, KING COUNTY, WASHINGTON. [Part 4 of 4] T2 - I-90 TWO-WAY TRANSIT AND HOV OPERATIONS, KING COUNTY, WASHINGTON. AN - 36366926; 10057-030178_0004 AB - PURPOSE: The construction and operation of a two-way transit and high-occupancy-vehicle (HOV) project in King County, Washington is proposed. The system would operate within the Interstate 90 (I-90) corridor between Seattle and Bellevue. Peak-hour traffic crossing Mercer Island, which includes numerous buses and HOVs, including carpools and vanpools, is currently highly congested. Five alternatives, including a No-Build Alternative (Alternative R-1), are considered in this draft EIS. Alternative R-2B Modified would involve provision of a two-way center roadway, converting the center roadway to two-way traffic for transit and carpool use. Alternative R-5 Restripe would provide for transit-only shoulders on the outer roadway to be used in peak traffic periods, eastbound in the morning and westbound in the evening. Alternative R-5 Modified would also provide transit-only shoulders on the outer roadway and would operate similarly to Alternative R-5 Restripe. In addition to the R-% Restripe provisions though, portions of the outer roadway would be widened to allow for wider inside shoulder for westbound buses. Alternative R-8A would add HOV lanes on the outer roadways, narrowing outer roadway lanes and shoulders to add a transit and carpool lane in each direction; the current center roadway would be maintained for reversible operation. POSITIVE IMPACTS: The new system would improve faster, more reliable HOV access for travelers and mass transportation services in the region. Project partners would be assisted in achieving their goal of encouraging and improving HOV use in the corridor, supporting state, regional, and local planning requirements. The levels of air pollutants and noise emissions along the corridor would decrease significantly. NEGATIVE IMPACTS: During the construction of the modifications to I-90 under the R-5 Restripe Alternative, there would be transit delays due to lane closures and accidents, and full or partial closure of the shared-use pathway for railing replacement. All action alternatives would result in traffic disruption to some extent during construction. Night construction would require a waiver of noise standards. All action alternatives would increase the extent of impervious surface in the corridor, increasing runoff and the transport of pollutants to receiving surface waters. The facilities would be proximate to parklands in several stretches along the freeway. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.). JF - EPA number: 030178, 698 pages and maps, April 17, 2003 PY - 2003 VL - 4 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-03-01-D KW - Air Quality KW - Biologic Assessments KW - Highways KW - Impact Assessment Methodology KW - Noise Standards Violations KW - Parks KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources Surveys KW - Water Quality KW - Washington KW - Department of Transportation Act of 1966, Parks UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36366926?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-90+TWO-WAY+TRANSIT+AND+HOV+OPERATIONS%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=I-90+TWO-WAY+TRANSIT+AND+HOV+OPERATIONS%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: April 17, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-90 TWO-WAY TRANSIT AND HOV OPERATIONS, KING COUNTY, WASHINGTON. [Part 1 of 4] T2 - I-90 TWO-WAY TRANSIT AND HOV OPERATIONS, KING COUNTY, WASHINGTON. AN - 36366892; 10057-030178_0001 AB - PURPOSE: The construction and operation of a two-way transit and high-occupancy-vehicle (HOV) project in King County, Washington is proposed. The system would operate within the Interstate 90 (I-90) corridor between Seattle and Bellevue. Peak-hour traffic crossing Mercer Island, which includes numerous buses and HOVs, including carpools and vanpools, is currently highly congested. Five alternatives, including a No-Build Alternative (Alternative R-1), are considered in this draft EIS. Alternative R-2B Modified would involve provision of a two-way center roadway, converting the center roadway to two-way traffic for transit and carpool use. Alternative R-5 Restripe would provide for transit-only shoulders on the outer roadway to be used in peak traffic periods, eastbound in the morning and westbound in the evening. Alternative R-5 Modified would also provide transit-only shoulders on the outer roadway and would operate similarly to Alternative R-5 Restripe. In addition to the R-% Restripe provisions though, portions of the outer roadway would be widened to allow for wider inside shoulder for westbound buses. Alternative R-8A would add HOV lanes on the outer roadways, narrowing outer roadway lanes and shoulders to add a transit and carpool lane in each direction; the current center roadway would be maintained for reversible operation. POSITIVE IMPACTS: The new system would improve faster, more reliable HOV access for travelers and mass transportation services in the region. Project partners would be assisted in achieving their goal of encouraging and improving HOV use in the corridor, supporting state, regional, and local planning requirements. The levels of air pollutants and noise emissions along the corridor would decrease significantly. NEGATIVE IMPACTS: During the construction of the modifications to I-90 under the R-5 Restripe Alternative, there would be transit delays due to lane closures and accidents, and full or partial closure of the shared-use pathway for railing replacement. All action alternatives would result in traffic disruption to some extent during construction. Night construction would require a waiver of noise standards. All action alternatives would increase the extent of impervious surface in the corridor, increasing runoff and the transport of pollutants to receiving surface waters. The facilities would be proximate to parklands in several stretches along the freeway. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.). JF - EPA number: 030178, 698 pages and maps, April 17, 2003 PY - 2003 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-03-01-D KW - Air Quality KW - Biologic Assessments KW - Highways KW - Impact Assessment Methodology KW - Noise Standards Violations KW - Parks KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources Surveys KW - Water Quality KW - Washington KW - Department of Transportation Act of 1966, Parks UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36366892?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-90+TWO-WAY+TRANSIT+AND+HOV+OPERATIONS%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=I-90+TWO-WAY+TRANSIT+AND+HOV+OPERATIONS%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: April 17, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-90 TWO-WAY TRANSIT AND HOV OPERATIONS, KING COUNTY, WASHINGTON. AN - 16350492; 10057 AB - PURPOSE: The construction and operation of a two-way transit and high-occupancy-vehicle (HOV) project in King County, Washington is proposed. The system would operate within the Interstate 90 (I-90) corridor between Seattle and Bellevue. Peak-hour traffic crossing Mercer Island, which includes numerous buses and HOVs, including carpools and vanpools, is currently highly congested. Five alternatives, including a No-Build Alternative (Alternative R-1), are considered in this draft EIS. Alternative R-2B Modified would involve provision of a two-way center roadway, converting the center roadway to two-way traffic for transit and carpool use. Alternative R-5 Restripe would provide for transit-only shoulders on the outer roadway to be used in peak traffic periods, eastbound in the morning and westbound in the evening. Alternative R-5 Modified would also provide transit-only shoulders on the outer roadway and would operate similarly to Alternative R-5 Restripe. In addition to the R-% Restripe provisions though, portions of the outer roadway would be widened to allow for wider inside shoulder for westbound buses. Alternative R-8A would add HOV lanes on the outer roadways, narrowing outer roadway lanes and shoulders to add a transit and carpool lane in each direction; the current center roadway would be maintained for reversible operation. POSITIVE IMPACTS: The new system would improve faster, more reliable HOV access for travelers and mass transportation services in the region. Project partners would be assisted in achieving their goal of encouraging and improving HOV use in the corridor, supporting state, regional, and local planning requirements. The levels of air pollutants and noise emissions along the corridor would decrease significantly. NEGATIVE IMPACTS: During the construction of the modifications to I-90 under the R-5 Restripe Alternative, there would be transit delays due to lane closures and accidents, and full or partial closure of the shared-use pathway for railing replacement. All action alternatives would result in traffic disruption to some extent during construction. Night construction would require a waiver of noise standards. All action alternatives would increase the extent of impervious surface in the corridor, increasing runoff and the transport of pollutants to receiving surface waters. The facilities would be proximate to parklands in several stretches along the freeway. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.). JF - EPA number: 030178, 698 pages and maps, April 17, 2003 PY - 2003 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-03-01-D KW - Air Quality KW - Biologic Assessments KW - Highways KW - Impact Assessment Methodology KW - Noise Standards Violations KW - Parks KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources Surveys KW - Water Quality KW - Washington KW - Department of Transportation Act of 1966, Parks UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16350492?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-90+TWO-WAY+TRANSIT+AND+HOV+OPERATIONS%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=I-90+TWO-WAY+TRANSIT+AND+HOV+OPERATIONS%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: April 17, 2003 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - U.S. ROUTE 219, SPRINGVILLE TO SALAMANCA, ERIE AND CATTARAUGUS COUNTIES, N.Y (P.I.N. 5101.53). AN - 36441286; 10055 AB - PURPOSE: Improvement of a 28 mile segment of U.S. Route 219 (U.S. 219) between Springville and Salamanca, New York is proposed. The existing highway is a two-lane rural arterial. The project would begin at the southern end of the existing four-lane divided U.S. Expressway at NY Route 39 in Springville and continue south along U.S. 219 through predominantly rural areas of Erie and Cattaraugus counties to State Route (S.R.) 17, Southern Tier Expressway in Salamanca. The project would traverse the towns of Concord, Ashford, Ellicottville, and Great Valley as well as the villages of Springville and Ellitottville, the City of Salamanca, and the Seneca Nations Lands at Allegany. Three alternatives, including the No Action Alternative, upgrading the existing freeway, and construction of a new freeway on a new alignment, are under consideration. The upgrade alternative would involve development of a four-lane rural arterial. In most areas, the existing roadway would be widened to include four 3.6-meter travel lanes, with a 1.2-meter flush median and 2.4-meter shoulders. Turning lanes would be included at major intersections, and a continuous two-way left-turn lane would be provided through Springville. Alignment improvements are included in areas with no major right-of-way constraints. An at-grade railroad crossing would be eliminated near the Hamlet of Great Valley. Most of the existing bridges along the route would be reconstructed. An at-grade intersection could be provided at State Route 417, though a flyover would also be considered. Bypasses would be provided for Ellicottville and Salamanca and could be provided for Ashford Hollow. The facility would allow unrestricted passing. The new freeway alternative, which has been selected as the preferred alternative, would feature two 3.6-meter travel lanes in each direction, three-meter right shoulders, 1.8-meter left shoulders, and variable width medians (11 meters to 80 meters) except in areas where right-of-way widths do not allow medians; in restricted width areas, barriers are proposed. Bridges would be provided at Cattaraugus Creek, Beaver Meadows Road, S.R. 242, Somerville Valley, and the intersection of the facility with S.R. 417, Great Valley Creek, two railway tracks, and the Allegheny River. Existing U.S. 219 would be retained. Estimated costs of the upgrade and new freeway alternatives are $297.3 million and $612.6 million, respectively. POSITIVE IMPACTS: Allowance of unrestricted passing in areas currently limited to restricted passing would improve traffic flow under the Upgrade Alternative, and roadway capacity would be doubled. The Freeway Alternative would provide, by far, the most superior travel times for highway users in the corridor. NEGATIVE IMPACTS: The Upgrade Alternative would impact 13 of 24 major farm operations in the corridor, displacing 77.5 hectares of farmland, while the Freeway Alternative would impact 19 of 24 farm operations, displacing 168.5 hectares of farmland. Acquisition of a total of 168 hectares of rights-of-way would result in displacement of 35 residential units and three commercial buildings occupied by two businesses under the upgrade alternative. Acquisition of a total of 855 hectares of right-of-way would result in displacement of 63 residential units and one business under the freeway alternative. Noise impacts would affect 491 properties under the No Action Alternative, 497 under the upgrade alternative, and 573 under the freeway alternative. The upgrade or freeway alternative, respectively, would require acquisition of 15 or 12 sites eligible for inclusion in the National Register of Historic Places. The facility would traverse Seneca Nation tribal lands. 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.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 98-0240D, Volume 22, Number 3. JF - EPA number: 030176, FEIS--971 pages and maps, Appendices A&B--186 pages (oversize), Appendices C-I--821 pages and maps, Appendix G--97 pages (oversize), Appendices J-K--782 pages and maps, Appendices M-Q--879 pages, Appendices R-T--976; Appendix U--439 pages and maps, April 16, 2003 PY - 2003 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-98-02-F KW - Air Quality Assessments KW - Bridges KW - Cost Assessments KW - Easements KW - Economic Assessments KW - Energy Consumption Assessments KW - Farmlands KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Hydraulic Assessments KW - Indian Reservations KW - Noise Assessments KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Traffic Analyses KW - Visual Resources Surveys KW - Water Quality Assessments KW - Wetlands KW - Water Quality KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36441286?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=U.S.+ROUTE+219%2C+SPRINGVILLE+TO+SALAMANCA%2C+ERIE+AND+CATTARAUGUS+COUNTIES%2C+N.Y+%28P.I.N.+5101.53%29.&rft.title=U.S.+ROUTE+219%2C+SPRINGVILLE+TO+SALAMANCA%2C+ERIE+AND+CATTARAUGUS+COUNTIES%2C+N.Y+%28P.I.N.+5101.53%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 - 2006-05-01 N1 - SuppNotes - Final. Preparation date: April 16, 2003 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. AN - 36438321; 10054 AB - PURPOSE: The construction of 33 miles of four-lane, divided, controlled-access, highway within the Interstate 66 (I-66) corridor from US 23/119 south of Pikeville, Kentucky to King Coal Highway southeast of Matewan, West Virginia is proposed. The project study area encompasses a southwest to northeast band running across central Pike County, continuing across the Kentucky/West Virginia state line at Tug Fork River, and finally extending five miles into southwestern Mingo County. In addition to a No-Build Alternative, two northerly and two southerly alignment alternatives and four alignments for connectors linking the northern and southern alternates are considered in the draft EIS. This condensed final EIS provides only information pertinent to the preferred alternative. The highway would have a design speed of 70 miles per hour (mph) within Kentucky and 6 mph within West Virginia, limit the minimum curve radius to 1,910 feet in Kentucky and 1,295 feet in West Virginia, limit the maximum grade to five percent in Kentucky and six percent in West Virginia, ensure a minimum stopping sight distance of 615 feet in Kentucky and 750 feet in West Virginia, feature a 60-foot-wide depressed median in Kentucky and a maximum 40-foot-wide median in West Virginia, and provide for 12-foot-wide shoulders. Access would be provided via four interchanges, though two at-grade intersections per mile would be allowed in West Virginia. Coal uncovered during construction would be removed and sold. POSITIVE IMPACTS: The proposed extension of I-66 would not only facilitate through traffic between the study corridor termini, but would also serve several communities in Pike and Mingo counties that have historically been poorly isolated from major transportation routes. The new facility would enhance access to jobs, markets, and services, reduce regional accident potentials, and reduce travel times at all levels of travel. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements would displace 2,000 to 2,260 acres for the mainline segments and 167 to 172 acres for the connector segments. Most of the displaced land would be forest, though some farmland would be lost as well. The project would also displace 84 to 190 residences and one to 11 businesses and could displace one or two cemeteries and one church. From three to 11 wetland areas, involving 0.65 to 5.92 acres, could be affected, and the project would traverse floodplain land. Hazardous waste sites could be encountered during construction. Construction activities could fracture underlying sandstone, resulting in degradation of groundwater quality and water quality in associated wells. Excavation could result in acid drainage. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), National Highway System Designation Act of 1995, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0206D, Volume 26, Number 2. JF - EPA number: 030175, 478 pages and maps, April 16, 2003 PY - 2003 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-01-01-F KW - Acids KW - Cemeteries KW - Coal KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Mining KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Water Quality KW - Wetlands KW - Kentucky KW - West Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - National Highway System Designation Act of 1995, 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/36438321?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&rft.title=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&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 - Final. Preparation date: April 16, 2003 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. [Part 66 of 79] T2 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. AN - 36356110; 10054-030175_0066 AB - PURPOSE: The construction of 33 miles of four-lane, divided, controlled-access, highway within the Interstate 66 (I-66) corridor from US 23/119 south of Pikeville, Kentucky to King Coal Highway southeast of Matewan, West Virginia is proposed. The project study area encompasses a southwest to northeast band running across central Pike County, continuing across the Kentucky/West Virginia state line at Tug Fork River, and finally extending five miles into southwestern Mingo County. In addition to a No-Build Alternative, two northerly and two southerly alignment alternatives and four alignments for connectors linking the northern and southern alternates are considered in the draft EIS. This condensed final EIS provides only information pertinent to the preferred alternative. The highway would have a design speed of 70 miles per hour (mph) within Kentucky and 6 mph within West Virginia, limit the minimum curve radius to 1,910 feet in Kentucky and 1,295 feet in West Virginia, limit the maximum grade to five percent in Kentucky and six percent in West Virginia, ensure a minimum stopping sight distance of 615 feet in Kentucky and 750 feet in West Virginia, feature a 60-foot-wide depressed median in Kentucky and a maximum 40-foot-wide median in West Virginia, and provide for 12-foot-wide shoulders. Access would be provided via four interchanges, though two at-grade intersections per mile would be allowed in West Virginia. Coal uncovered during construction would be removed and sold. POSITIVE IMPACTS: The proposed extension of I-66 would not only facilitate through traffic between the study corridor termini, but would also serve several communities in Pike and Mingo counties that have historically been poorly isolated from major transportation routes. The new facility would enhance access to jobs, markets, and services, reduce regional accident potentials, and reduce travel times at all levels of travel. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements would displace 2,000 to 2,260 acres for the mainline segments and 167 to 172 acres for the connector segments. Most of the displaced land would be forest, though some farmland would be lost as well. The project would also displace 84 to 190 residences and one to 11 businesses and could displace one or two cemeteries and one church. From three to 11 wetland areas, involving 0.65 to 5.92 acres, could be affected, and the project would traverse floodplain land. Hazardous waste sites could be encountered during construction. Construction activities could fracture underlying sandstone, resulting in degradation of groundwater quality and water quality in associated wells. Excavation could result in acid drainage. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), National Highway System Designation Act of 1995, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0206D, Volume 26, Number 2. JF - EPA number: 030175, 478 pages and maps, April 16, 2003 PY - 2003 VL - 66 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-01-01-F KW - Acids KW - Cemeteries KW - Coal KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Mining KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Water Quality KW - Wetlands KW - Kentucky KW - West Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - National Highway System Designation Act of 1995, 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/36356110?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&rft.title=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&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 - Final. Preparation date: April 16, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. [Part 37 of 79] T2 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. AN - 36355898; 10054-030175_0037 AB - PURPOSE: The construction of 33 miles of four-lane, divided, controlled-access, highway within the Interstate 66 (I-66) corridor from US 23/119 south of Pikeville, Kentucky to King Coal Highway southeast of Matewan, West Virginia is proposed. The project study area encompasses a southwest to northeast band running across central Pike County, continuing across the Kentucky/West Virginia state line at Tug Fork River, and finally extending five miles into southwestern Mingo County. In addition to a No-Build Alternative, two northerly and two southerly alignment alternatives and four alignments for connectors linking the northern and southern alternates are considered in the draft EIS. This condensed final EIS provides only information pertinent to the preferred alternative. The highway would have a design speed of 70 miles per hour (mph) within Kentucky and 6 mph within West Virginia, limit the minimum curve radius to 1,910 feet in Kentucky and 1,295 feet in West Virginia, limit the maximum grade to five percent in Kentucky and six percent in West Virginia, ensure a minimum stopping sight distance of 615 feet in Kentucky and 750 feet in West Virginia, feature a 60-foot-wide depressed median in Kentucky and a maximum 40-foot-wide median in West Virginia, and provide for 12-foot-wide shoulders. Access would be provided via four interchanges, though two at-grade intersections per mile would be allowed in West Virginia. Coal uncovered during construction would be removed and sold. POSITIVE IMPACTS: The proposed extension of I-66 would not only facilitate through traffic between the study corridor termini, but would also serve several communities in Pike and Mingo counties that have historically been poorly isolated from major transportation routes. The new facility would enhance access to jobs, markets, and services, reduce regional accident potentials, and reduce travel times at all levels of travel. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements would displace 2,000 to 2,260 acres for the mainline segments and 167 to 172 acres for the connector segments. Most of the displaced land would be forest, though some farmland would be lost as well. The project would also displace 84 to 190 residences and one to 11 businesses and could displace one or two cemeteries and one church. From three to 11 wetland areas, involving 0.65 to 5.92 acres, could be affected, and the project would traverse floodplain land. Hazardous waste sites could be encountered during construction. Construction activities could fracture underlying sandstone, resulting in degradation of groundwater quality and water quality in associated wells. Excavation could result in acid drainage. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), National Highway System Designation Act of 1995, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0206D, Volume 26, Number 2. JF - EPA number: 030175, 478 pages and maps, April 16, 2003 PY - 2003 VL - 37 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-01-01-F KW - Acids KW - Cemeteries KW - Coal KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Mining KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Water Quality KW - Wetlands KW - Kentucky KW - West Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - National Highway System Designation Act of 1995, 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/36355898?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&rft.title=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&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 - Final. Preparation date: April 16, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. [Part 15 of 79] T2 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. AN - 36355696; 10054-030175_0015 AB - PURPOSE: The construction of 33 miles of four-lane, divided, controlled-access, highway within the Interstate 66 (I-66) corridor from US 23/119 south of Pikeville, Kentucky to King Coal Highway southeast of Matewan, West Virginia is proposed. The project study area encompasses a southwest to northeast band running across central Pike County, continuing across the Kentucky/West Virginia state line at Tug Fork River, and finally extending five miles into southwestern Mingo County. In addition to a No-Build Alternative, two northerly and two southerly alignment alternatives and four alignments for connectors linking the northern and southern alternates are considered in the draft EIS. This condensed final EIS provides only information pertinent to the preferred alternative. The highway would have a design speed of 70 miles per hour (mph) within Kentucky and 6 mph within West Virginia, limit the minimum curve radius to 1,910 feet in Kentucky and 1,295 feet in West Virginia, limit the maximum grade to five percent in Kentucky and six percent in West Virginia, ensure a minimum stopping sight distance of 615 feet in Kentucky and 750 feet in West Virginia, feature a 60-foot-wide depressed median in Kentucky and a maximum 40-foot-wide median in West Virginia, and provide for 12-foot-wide shoulders. Access would be provided via four interchanges, though two at-grade intersections per mile would be allowed in West Virginia. Coal uncovered during construction would be removed and sold. POSITIVE IMPACTS: The proposed extension of I-66 would not only facilitate through traffic between the study corridor termini, but would also serve several communities in Pike and Mingo counties that have historically been poorly isolated from major transportation routes. The new facility would enhance access to jobs, markets, and services, reduce regional accident potentials, and reduce travel times at all levels of travel. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements would displace 2,000 to 2,260 acres for the mainline segments and 167 to 172 acres for the connector segments. Most of the displaced land would be forest, though some farmland would be lost as well. The project would also displace 84 to 190 residences and one to 11 businesses and could displace one or two cemeteries and one church. From three to 11 wetland areas, involving 0.65 to 5.92 acres, could be affected, and the project would traverse floodplain land. Hazardous waste sites could be encountered during construction. Construction activities could fracture underlying sandstone, resulting in degradation of groundwater quality and water quality in associated wells. Excavation could result in acid drainage. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), National Highway System Designation Act of 1995, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0206D, Volume 26, Number 2. JF - EPA number: 030175, 478 pages and maps, April 16, 2003 PY - 2003 VL - 15 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-01-01-F KW - Acids KW - Cemeteries KW - Coal KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Mining KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Water Quality KW - Wetlands KW - Kentucky KW - West Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - National Highway System Designation Act of 1995, 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/36355696?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&rft.title=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&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 - Final. Preparation date: April 16, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. [Part 12 of 79] T2 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. AN - 36355440; 10054-030175_0012 AB - PURPOSE: The construction of 33 miles of four-lane, divided, controlled-access, highway within the Interstate 66 (I-66) corridor from US 23/119 south of Pikeville, Kentucky to King Coal Highway southeast of Matewan, West Virginia is proposed. The project study area encompasses a southwest to northeast band running across central Pike County, continuing across the Kentucky/West Virginia state line at Tug Fork River, and finally extending five miles into southwestern Mingo County. In addition to a No-Build Alternative, two northerly and two southerly alignment alternatives and four alignments for connectors linking the northern and southern alternates are considered in the draft EIS. This condensed final EIS provides only information pertinent to the preferred alternative. The highway would have a design speed of 70 miles per hour (mph) within Kentucky and 6 mph within West Virginia, limit the minimum curve radius to 1,910 feet in Kentucky and 1,295 feet in West Virginia, limit the maximum grade to five percent in Kentucky and six percent in West Virginia, ensure a minimum stopping sight distance of 615 feet in Kentucky and 750 feet in West Virginia, feature a 60-foot-wide depressed median in Kentucky and a maximum 40-foot-wide median in West Virginia, and provide for 12-foot-wide shoulders. Access would be provided via four interchanges, though two at-grade intersections per mile would be allowed in West Virginia. Coal uncovered during construction would be removed and sold. POSITIVE IMPACTS: The proposed extension of I-66 would not only facilitate through traffic between the study corridor termini, but would also serve several communities in Pike and Mingo counties that have historically been poorly isolated from major transportation routes. The new facility would enhance access to jobs, markets, and services, reduce regional accident potentials, and reduce travel times at all levels of travel. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements would displace 2,000 to 2,260 acres for the mainline segments and 167 to 172 acres for the connector segments. Most of the displaced land would be forest, though some farmland would be lost as well. The project would also displace 84 to 190 residences and one to 11 businesses and could displace one or two cemeteries and one church. From three to 11 wetland areas, involving 0.65 to 5.92 acres, could be affected, and the project would traverse floodplain land. Hazardous waste sites could be encountered during construction. Construction activities could fracture underlying sandstone, resulting in degradation of groundwater quality and water quality in associated wells. Excavation could result in acid drainage. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), National Highway System Designation Act of 1995, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0206D, Volume 26, Number 2. JF - EPA number: 030175, 478 pages and maps, April 16, 2003 PY - 2003 VL - 12 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-01-01-F KW - Acids KW - Cemeteries KW - Coal KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Mining KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Water Quality KW - Wetlands KW - Kentucky KW - West Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - National Highway System Designation Act of 1995, 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/36355440?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&rft.title=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&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 - Final. Preparation date: April 16, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. [Part 9 of 79] T2 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. AN - 36355258; 10054-030175_0009 AB - PURPOSE: The construction of 33 miles of four-lane, divided, controlled-access, highway within the Interstate 66 (I-66) corridor from US 23/119 south of Pikeville, Kentucky to King Coal Highway southeast of Matewan, West Virginia is proposed. The project study area encompasses a southwest to northeast band running across central Pike County, continuing across the Kentucky/West Virginia state line at Tug Fork River, and finally extending five miles into southwestern Mingo County. In addition to a No-Build Alternative, two northerly and two southerly alignment alternatives and four alignments for connectors linking the northern and southern alternates are considered in the draft EIS. This condensed final EIS provides only information pertinent to the preferred alternative. The highway would have a design speed of 70 miles per hour (mph) within Kentucky and 6 mph within West Virginia, limit the minimum curve radius to 1,910 feet in Kentucky and 1,295 feet in West Virginia, limit the maximum grade to five percent in Kentucky and six percent in West Virginia, ensure a minimum stopping sight distance of 615 feet in Kentucky and 750 feet in West Virginia, feature a 60-foot-wide depressed median in Kentucky and a maximum 40-foot-wide median in West Virginia, and provide for 12-foot-wide shoulders. Access would be provided via four interchanges, though two at-grade intersections per mile would be allowed in West Virginia. Coal uncovered during construction would be removed and sold. POSITIVE IMPACTS: The proposed extension of I-66 would not only facilitate through traffic between the study corridor termini, but would also serve several communities in Pike and Mingo counties that have historically been poorly isolated from major transportation routes. The new facility would enhance access to jobs, markets, and services, reduce regional accident potentials, and reduce travel times at all levels of travel. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements would displace 2,000 to 2,260 acres for the mainline segments and 167 to 172 acres for the connector segments. Most of the displaced land would be forest, though some farmland would be lost as well. The project would also displace 84 to 190 residences and one to 11 businesses and could displace one or two cemeteries and one church. From three to 11 wetland areas, involving 0.65 to 5.92 acres, could be affected, and the project would traverse floodplain land. Hazardous waste sites could be encountered during construction. Construction activities could fracture underlying sandstone, resulting in degradation of groundwater quality and water quality in associated wells. Excavation could result in acid drainage. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), National Highway System Designation Act of 1995, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0206D, Volume 26, Number 2. JF - EPA number: 030175, 478 pages and maps, April 16, 2003 PY - 2003 VL - 9 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-01-01-F KW - Acids KW - Cemeteries KW - Coal KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Mining KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Water Quality KW - Wetlands KW - Kentucky KW - West Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - National Highway System Designation Act of 1995, 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/36355258?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&rft.title=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&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 - Final. Preparation date: April 16, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. [Part 27 of 79] T2 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. AN - 36353203; 10054-030175_0027 AB - PURPOSE: The construction of 33 miles of four-lane, divided, controlled-access, highway within the Interstate 66 (I-66) corridor from US 23/119 south of Pikeville, Kentucky to King Coal Highway southeast of Matewan, West Virginia is proposed. The project study area encompasses a southwest to northeast band running across central Pike County, continuing across the Kentucky/West Virginia state line at Tug Fork River, and finally extending five miles into southwestern Mingo County. In addition to a No-Build Alternative, two northerly and two southerly alignment alternatives and four alignments for connectors linking the northern and southern alternates are considered in the draft EIS. This condensed final EIS provides only information pertinent to the preferred alternative. The highway would have a design speed of 70 miles per hour (mph) within Kentucky and 6 mph within West Virginia, limit the minimum curve radius to 1,910 feet in Kentucky and 1,295 feet in West Virginia, limit the maximum grade to five percent in Kentucky and six percent in West Virginia, ensure a minimum stopping sight distance of 615 feet in Kentucky and 750 feet in West Virginia, feature a 60-foot-wide depressed median in Kentucky and a maximum 40-foot-wide median in West Virginia, and provide for 12-foot-wide shoulders. Access would be provided via four interchanges, though two at-grade intersections per mile would be allowed in West Virginia. Coal uncovered during construction would be removed and sold. POSITIVE IMPACTS: The proposed extension of I-66 would not only facilitate through traffic between the study corridor termini, but would also serve several communities in Pike and Mingo counties that have historically been poorly isolated from major transportation routes. The new facility would enhance access to jobs, markets, and services, reduce regional accident potentials, and reduce travel times at all levels of travel. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements would displace 2,000 to 2,260 acres for the mainline segments and 167 to 172 acres for the connector segments. Most of the displaced land would be forest, though some farmland would be lost as well. The project would also displace 84 to 190 residences and one to 11 businesses and could displace one or two cemeteries and one church. From three to 11 wetland areas, involving 0.65 to 5.92 acres, could be affected, and the project would traverse floodplain land. Hazardous waste sites could be encountered during construction. Construction activities could fracture underlying sandstone, resulting in degradation of groundwater quality and water quality in associated wells. Excavation could result in acid drainage. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), National Highway System Designation Act of 1995, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0206D, Volume 26, Number 2. JF - EPA number: 030175, 478 pages and maps, April 16, 2003 PY - 2003 VL - 27 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-01-01-F KW - Acids KW - Cemeteries KW - Coal KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Mining KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Water Quality KW - Wetlands KW - Kentucky KW - West Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - National Highway System Designation Act of 1995, 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/36353203?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&rft.title=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&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 - Final. Preparation date: April 16, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. [Part 69 of 79] T2 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. AN - 36353045; 10054-030175_0069 AB - PURPOSE: The construction of 33 miles of four-lane, divided, controlled-access, highway within the Interstate 66 (I-66) corridor from US 23/119 south of Pikeville, Kentucky to King Coal Highway southeast of Matewan, West Virginia is proposed. The project study area encompasses a southwest to northeast band running across central Pike County, continuing across the Kentucky/West Virginia state line at Tug Fork River, and finally extending five miles into southwestern Mingo County. In addition to a No-Build Alternative, two northerly and two southerly alignment alternatives and four alignments for connectors linking the northern and southern alternates are considered in the draft EIS. This condensed final EIS provides only information pertinent to the preferred alternative. The highway would have a design speed of 70 miles per hour (mph) within Kentucky and 6 mph within West Virginia, limit the minimum curve radius to 1,910 feet in Kentucky and 1,295 feet in West Virginia, limit the maximum grade to five percent in Kentucky and six percent in West Virginia, ensure a minimum stopping sight distance of 615 feet in Kentucky and 750 feet in West Virginia, feature a 60-foot-wide depressed median in Kentucky and a maximum 40-foot-wide median in West Virginia, and provide for 12-foot-wide shoulders. Access would be provided via four interchanges, though two at-grade intersections per mile would be allowed in West Virginia. Coal uncovered during construction would be removed and sold. POSITIVE IMPACTS: The proposed extension of I-66 would not only facilitate through traffic between the study corridor termini, but would also serve several communities in Pike and Mingo counties that have historically been poorly isolated from major transportation routes. The new facility would enhance access to jobs, markets, and services, reduce regional accident potentials, and reduce travel times at all levels of travel. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements would displace 2,000 to 2,260 acres for the mainline segments and 167 to 172 acres for the connector segments. Most of the displaced land would be forest, though some farmland would be lost as well. The project would also displace 84 to 190 residences and one to 11 businesses and could displace one or two cemeteries and one church. From three to 11 wetland areas, involving 0.65 to 5.92 acres, could be affected, and the project would traverse floodplain land. Hazardous waste sites could be encountered during construction. Construction activities could fracture underlying sandstone, resulting in degradation of groundwater quality and water quality in associated wells. Excavation could result in acid drainage. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), National Highway System Designation Act of 1995, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0206D, Volume 26, Number 2. JF - EPA number: 030175, 478 pages and maps, April 16, 2003 PY - 2003 VL - 69 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-01-01-F KW - Acids KW - Cemeteries KW - Coal KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Mining KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Water Quality KW - Wetlands KW - Kentucky KW - West Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - National Highway System Designation Act of 1995, 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/36353045?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&rft.title=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&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 - Final. Preparation date: April 16, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. [Part 2 of 79] T2 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. AN - 36352877; 10054-030175_0002 AB - PURPOSE: The construction of 33 miles of four-lane, divided, controlled-access, highway within the Interstate 66 (I-66) corridor from US 23/119 south of Pikeville, Kentucky to King Coal Highway southeast of Matewan, West Virginia is proposed. The project study area encompasses a southwest to northeast band running across central Pike County, continuing across the Kentucky/West Virginia state line at Tug Fork River, and finally extending five miles into southwestern Mingo County. In addition to a No-Build Alternative, two northerly and two southerly alignment alternatives and four alignments for connectors linking the northern and southern alternates are considered in the draft EIS. This condensed final EIS provides only information pertinent to the preferred alternative. The highway would have a design speed of 70 miles per hour (mph) within Kentucky and 6 mph within West Virginia, limit the minimum curve radius to 1,910 feet in Kentucky and 1,295 feet in West Virginia, limit the maximum grade to five percent in Kentucky and six percent in West Virginia, ensure a minimum stopping sight distance of 615 feet in Kentucky and 750 feet in West Virginia, feature a 60-foot-wide depressed median in Kentucky and a maximum 40-foot-wide median in West Virginia, and provide for 12-foot-wide shoulders. Access would be provided via four interchanges, though two at-grade intersections per mile would be allowed in West Virginia. Coal uncovered during construction would be removed and sold. POSITIVE IMPACTS: The proposed extension of I-66 would not only facilitate through traffic between the study corridor termini, but would also serve several communities in Pike and Mingo counties that have historically been poorly isolated from major transportation routes. The new facility would enhance access to jobs, markets, and services, reduce regional accident potentials, and reduce travel times at all levels of travel. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements would displace 2,000 to 2,260 acres for the mainline segments and 167 to 172 acres for the connector segments. Most of the displaced land would be forest, though some farmland would be lost as well. The project would also displace 84 to 190 residences and one to 11 businesses and could displace one or two cemeteries and one church. From three to 11 wetland areas, involving 0.65 to 5.92 acres, could be affected, and the project would traverse floodplain land. Hazardous waste sites could be encountered during construction. Construction activities could fracture underlying sandstone, resulting in degradation of groundwater quality and water quality in associated wells. Excavation could result in acid drainage. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), National Highway System Designation Act of 1995, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0206D, Volume 26, Number 2. JF - EPA number: 030175, 478 pages and maps, April 16, 2003 PY - 2003 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-01-01-F KW - Acids KW - Cemeteries KW - Coal KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Mining KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Water Quality KW - Wetlands KW - Kentucky KW - West Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - National Highway System Designation Act of 1995, 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/36352877?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&rft.title=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&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 - Final. Preparation date: April 16, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. [Part 26 of 79] T2 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. AN - 36352113; 10054-030175_0026 AB - PURPOSE: The construction of 33 miles of four-lane, divided, controlled-access, highway within the Interstate 66 (I-66) corridor from US 23/119 south of Pikeville, Kentucky to King Coal Highway southeast of Matewan, West Virginia is proposed. The project study area encompasses a southwest to northeast band running across central Pike County, continuing across the Kentucky/West Virginia state line at Tug Fork River, and finally extending five miles into southwestern Mingo County. In addition to a No-Build Alternative, two northerly and two southerly alignment alternatives and four alignments for connectors linking the northern and southern alternates are considered in the draft EIS. This condensed final EIS provides only information pertinent to the preferred alternative. The highway would have a design speed of 70 miles per hour (mph) within Kentucky and 6 mph within West Virginia, limit the minimum curve radius to 1,910 feet in Kentucky and 1,295 feet in West Virginia, limit the maximum grade to five percent in Kentucky and six percent in West Virginia, ensure a minimum stopping sight distance of 615 feet in Kentucky and 750 feet in West Virginia, feature a 60-foot-wide depressed median in Kentucky and a maximum 40-foot-wide median in West Virginia, and provide for 12-foot-wide shoulders. Access would be provided via four interchanges, though two at-grade intersections per mile would be allowed in West Virginia. Coal uncovered during construction would be removed and sold. POSITIVE IMPACTS: The proposed extension of I-66 would not only facilitate through traffic between the study corridor termini, but would also serve several communities in Pike and Mingo counties that have historically been poorly isolated from major transportation routes. The new facility would enhance access to jobs, markets, and services, reduce regional accident potentials, and reduce travel times at all levels of travel. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements would displace 2,000 to 2,260 acres for the mainline segments and 167 to 172 acres for the connector segments. Most of the displaced land would be forest, though some farmland would be lost as well. The project would also displace 84 to 190 residences and one to 11 businesses and could displace one or two cemeteries and one church. From three to 11 wetland areas, involving 0.65 to 5.92 acres, could be affected, and the project would traverse floodplain land. Hazardous waste sites could be encountered during construction. Construction activities could fracture underlying sandstone, resulting in degradation of groundwater quality and water quality in associated wells. Excavation could result in acid drainage. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), National Highway System Designation Act of 1995, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0206D, Volume 26, Number 2. JF - EPA number: 030175, 478 pages and maps, April 16, 2003 PY - 2003 VL - 26 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-01-01-F KW - Acids KW - Cemeteries KW - Coal KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Mining KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Water Quality KW - Wetlands KW - Kentucky KW - West Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - National Highway System Designation Act of 1995, 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/36352113?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&rft.title=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&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 - Final. Preparation date: April 16, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. [Part 68 of 79] T2 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. AN - 36351897; 10054-030175_0068 AB - PURPOSE: The construction of 33 miles of four-lane, divided, controlled-access, highway within the Interstate 66 (I-66) corridor from US 23/119 south of Pikeville, Kentucky to King Coal Highway southeast of Matewan, West Virginia is proposed. The project study area encompasses a southwest to northeast band running across central Pike County, continuing across the Kentucky/West Virginia state line at Tug Fork River, and finally extending five miles into southwestern Mingo County. In addition to a No-Build Alternative, two northerly and two southerly alignment alternatives and four alignments for connectors linking the northern and southern alternates are considered in the draft EIS. This condensed final EIS provides only information pertinent to the preferred alternative. The highway would have a design speed of 70 miles per hour (mph) within Kentucky and 6 mph within West Virginia, limit the minimum curve radius to 1,910 feet in Kentucky and 1,295 feet in West Virginia, limit the maximum grade to five percent in Kentucky and six percent in West Virginia, ensure a minimum stopping sight distance of 615 feet in Kentucky and 750 feet in West Virginia, feature a 60-foot-wide depressed median in Kentucky and a maximum 40-foot-wide median in West Virginia, and provide for 12-foot-wide shoulders. Access would be provided via four interchanges, though two at-grade intersections per mile would be allowed in West Virginia. Coal uncovered during construction would be removed and sold. POSITIVE IMPACTS: The proposed extension of I-66 would not only facilitate through traffic between the study corridor termini, but would also serve several communities in Pike and Mingo counties that have historically been poorly isolated from major transportation routes. The new facility would enhance access to jobs, markets, and services, reduce regional accident potentials, and reduce travel times at all levels of travel. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements would displace 2,000 to 2,260 acres for the mainline segments and 167 to 172 acres for the connector segments. Most of the displaced land would be forest, though some farmland would be lost as well. The project would also displace 84 to 190 residences and one to 11 businesses and could displace one or two cemeteries and one church. From three to 11 wetland areas, involving 0.65 to 5.92 acres, could be affected, and the project would traverse floodplain land. Hazardous waste sites could be encountered during construction. Construction activities could fracture underlying sandstone, resulting in degradation of groundwater quality and water quality in associated wells. Excavation could result in acid drainage. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), National Highway System Designation Act of 1995, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0206D, Volume 26, Number 2. JF - EPA number: 030175, 478 pages and maps, April 16, 2003 PY - 2003 VL - 68 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-01-01-F KW - Acids KW - Cemeteries KW - Coal KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Mining KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Water Quality KW - Wetlands KW - Kentucky KW - West Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - National Highway System Designation Act of 1995, 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/36351897?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&rft.title=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&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 - Final. Preparation date: April 16, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. [Part 4 of 79] T2 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. AN - 36351879; 10054-030175_0004 AB - PURPOSE: The construction of 33 miles of four-lane, divided, controlled-access, highway within the Interstate 66 (I-66) corridor from US 23/119 south of Pikeville, Kentucky to King Coal Highway southeast of Matewan, West Virginia is proposed. The project study area encompasses a southwest to northeast band running across central Pike County, continuing across the Kentucky/West Virginia state line at Tug Fork River, and finally extending five miles into southwestern Mingo County. In addition to a No-Build Alternative, two northerly and two southerly alignment alternatives and four alignments for connectors linking the northern and southern alternates are considered in the draft EIS. This condensed final EIS provides only information pertinent to the preferred alternative. The highway would have a design speed of 70 miles per hour (mph) within Kentucky and 6 mph within West Virginia, limit the minimum curve radius to 1,910 feet in Kentucky and 1,295 feet in West Virginia, limit the maximum grade to five percent in Kentucky and six percent in West Virginia, ensure a minimum stopping sight distance of 615 feet in Kentucky and 750 feet in West Virginia, feature a 60-foot-wide depressed median in Kentucky and a maximum 40-foot-wide median in West Virginia, and provide for 12-foot-wide shoulders. Access would be provided via four interchanges, though two at-grade intersections per mile would be allowed in West Virginia. Coal uncovered during construction would be removed and sold. POSITIVE IMPACTS: The proposed extension of I-66 would not only facilitate through traffic between the study corridor termini, but would also serve several communities in Pike and Mingo counties that have historically been poorly isolated from major transportation routes. The new facility would enhance access to jobs, markets, and services, reduce regional accident potentials, and reduce travel times at all levels of travel. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements would displace 2,000 to 2,260 acres for the mainline segments and 167 to 172 acres for the connector segments. Most of the displaced land would be forest, though some farmland would be lost as well. The project would also displace 84 to 190 residences and one to 11 businesses and could displace one or two cemeteries and one church. From three to 11 wetland areas, involving 0.65 to 5.92 acres, could be affected, and the project would traverse floodplain land. Hazardous waste sites could be encountered during construction. Construction activities could fracture underlying sandstone, resulting in degradation of groundwater quality and water quality in associated wells. Excavation could result in acid drainage. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), National Highway System Designation Act of 1995, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0206D, Volume 26, Number 2. JF - EPA number: 030175, 478 pages and maps, April 16, 2003 PY - 2003 VL - 4 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-01-01-F KW - Acids KW - Cemeteries KW - Coal KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Mining KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Water Quality KW - Wetlands KW - Kentucky KW - West Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - National Highway System Designation Act of 1995, 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/36351879?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&rft.title=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&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 - Final. Preparation date: April 16, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. [Part 7 of 79] T2 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. AN - 36351726; 10054-030175_0007 AB - PURPOSE: The construction of 33 miles of four-lane, divided, controlled-access, highway within the Interstate 66 (I-66) corridor from US 23/119 south of Pikeville, Kentucky to King Coal Highway southeast of Matewan, West Virginia is proposed. The project study area encompasses a southwest to northeast band running across central Pike County, continuing across the Kentucky/West Virginia state line at Tug Fork River, and finally extending five miles into southwestern Mingo County. In addition to a No-Build Alternative, two northerly and two southerly alignment alternatives and four alignments for connectors linking the northern and southern alternates are considered in the draft EIS. This condensed final EIS provides only information pertinent to the preferred alternative. The highway would have a design speed of 70 miles per hour (mph) within Kentucky and 6 mph within West Virginia, limit the minimum curve radius to 1,910 feet in Kentucky and 1,295 feet in West Virginia, limit the maximum grade to five percent in Kentucky and six percent in West Virginia, ensure a minimum stopping sight distance of 615 feet in Kentucky and 750 feet in West Virginia, feature a 60-foot-wide depressed median in Kentucky and a maximum 40-foot-wide median in West Virginia, and provide for 12-foot-wide shoulders. Access would be provided via four interchanges, though two at-grade intersections per mile would be allowed in West Virginia. Coal uncovered during construction would be removed and sold. POSITIVE IMPACTS: The proposed extension of I-66 would not only facilitate through traffic between the study corridor termini, but would also serve several communities in Pike and Mingo counties that have historically been poorly isolated from major transportation routes. The new facility would enhance access to jobs, markets, and services, reduce regional accident potentials, and reduce travel times at all levels of travel. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements would displace 2,000 to 2,260 acres for the mainline segments and 167 to 172 acres for the connector segments. Most of the displaced land would be forest, though some farmland would be lost as well. The project would also displace 84 to 190 residences and one to 11 businesses and could displace one or two cemeteries and one church. From three to 11 wetland areas, involving 0.65 to 5.92 acres, could be affected, and the project would traverse floodplain land. Hazardous waste sites could be encountered during construction. Construction activities could fracture underlying sandstone, resulting in degradation of groundwater quality and water quality in associated wells. Excavation could result in acid drainage. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), National Highway System Designation Act of 1995, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0206D, Volume 26, Number 2. JF - EPA number: 030175, 478 pages and maps, April 16, 2003 PY - 2003 VL - 7 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-01-01-F KW - Acids KW - Cemeteries KW - Coal KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Mining KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Water Quality KW - Wetlands KW - Kentucky KW - West Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - National Highway System Designation Act of 1995, 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/36351726?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&rft.title=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&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 - Final. Preparation date: April 16, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. [Part 63 of 79] T2 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. AN - 36351669; 10054-030175_0063 AB - PURPOSE: The construction of 33 miles of four-lane, divided, controlled-access, highway within the Interstate 66 (I-66) corridor from US 23/119 south of Pikeville, Kentucky to King Coal Highway southeast of Matewan, West Virginia is proposed. The project study area encompasses a southwest to northeast band running across central Pike County, continuing across the Kentucky/West Virginia state line at Tug Fork River, and finally extending five miles into southwestern Mingo County. In addition to a No-Build Alternative, two northerly and two southerly alignment alternatives and four alignments for connectors linking the northern and southern alternates are considered in the draft EIS. This condensed final EIS provides only information pertinent to the preferred alternative. The highway would have a design speed of 70 miles per hour (mph) within Kentucky and 6 mph within West Virginia, limit the minimum curve radius to 1,910 feet in Kentucky and 1,295 feet in West Virginia, limit the maximum grade to five percent in Kentucky and six percent in West Virginia, ensure a minimum stopping sight distance of 615 feet in Kentucky and 750 feet in West Virginia, feature a 60-foot-wide depressed median in Kentucky and a maximum 40-foot-wide median in West Virginia, and provide for 12-foot-wide shoulders. Access would be provided via four interchanges, though two at-grade intersections per mile would be allowed in West Virginia. Coal uncovered during construction would be removed and sold. POSITIVE IMPACTS: The proposed extension of I-66 would not only facilitate through traffic between the study corridor termini, but would also serve several communities in Pike and Mingo counties that have historically been poorly isolated from major transportation routes. The new facility would enhance access to jobs, markets, and services, reduce regional accident potentials, and reduce travel times at all levels of travel. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements would displace 2,000 to 2,260 acres for the mainline segments and 167 to 172 acres for the connector segments. Most of the displaced land would be forest, though some farmland would be lost as well. The project would also displace 84 to 190 residences and one to 11 businesses and could displace one or two cemeteries and one church. From three to 11 wetland areas, involving 0.65 to 5.92 acres, could be affected, and the project would traverse floodplain land. Hazardous waste sites could be encountered during construction. Construction activities could fracture underlying sandstone, resulting in degradation of groundwater quality and water quality in associated wells. Excavation could result in acid drainage. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), National Highway System Designation Act of 1995, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0206D, Volume 26, Number 2. JF - EPA number: 030175, 478 pages and maps, April 16, 2003 PY - 2003 VL - 63 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-01-01-F KW - Acids KW - Cemeteries KW - Coal KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Mining KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Water Quality KW - Wetlands KW - Kentucky KW - West Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - National Highway System Designation Act of 1995, 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/36351669?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&rft.title=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&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 - Final. Preparation date: April 16, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. [Part 38 of 79] T2 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. AN - 36351518; 10054-030175_0038 AB - PURPOSE: The construction of 33 miles of four-lane, divided, controlled-access, highway within the Interstate 66 (I-66) corridor from US 23/119 south of Pikeville, Kentucky to King Coal Highway southeast of Matewan, West Virginia is proposed. The project study area encompasses a southwest to northeast band running across central Pike County, continuing across the Kentucky/West Virginia state line at Tug Fork River, and finally extending five miles into southwestern Mingo County. In addition to a No-Build Alternative, two northerly and two southerly alignment alternatives and four alignments for connectors linking the northern and southern alternates are considered in the draft EIS. This condensed final EIS provides only information pertinent to the preferred alternative. The highway would have a design speed of 70 miles per hour (mph) within Kentucky and 6 mph within West Virginia, limit the minimum curve radius to 1,910 feet in Kentucky and 1,295 feet in West Virginia, limit the maximum grade to five percent in Kentucky and six percent in West Virginia, ensure a minimum stopping sight distance of 615 feet in Kentucky and 750 feet in West Virginia, feature a 60-foot-wide depressed median in Kentucky and a maximum 40-foot-wide median in West Virginia, and provide for 12-foot-wide shoulders. Access would be provided via four interchanges, though two at-grade intersections per mile would be allowed in West Virginia. Coal uncovered during construction would be removed and sold. POSITIVE IMPACTS: The proposed extension of I-66 would not only facilitate through traffic between the study corridor termini, but would also serve several communities in Pike and Mingo counties that have historically been poorly isolated from major transportation routes. The new facility would enhance access to jobs, markets, and services, reduce regional accident potentials, and reduce travel times at all levels of travel. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements would displace 2,000 to 2,260 acres for the mainline segments and 167 to 172 acres for the connector segments. Most of the displaced land would be forest, though some farmland would be lost as well. The project would also displace 84 to 190 residences and one to 11 businesses and could displace one or two cemeteries and one church. From three to 11 wetland areas, involving 0.65 to 5.92 acres, could be affected, and the project would traverse floodplain land. Hazardous waste sites could be encountered during construction. Construction activities could fracture underlying sandstone, resulting in degradation of groundwater quality and water quality in associated wells. Excavation could result in acid drainage. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), National Highway System Designation Act of 1995, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0206D, Volume 26, Number 2. JF - EPA number: 030175, 478 pages and maps, April 16, 2003 PY - 2003 VL - 38 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-01-01-F KW - Acids KW - Cemeteries KW - Coal KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Mining KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Water Quality KW - Wetlands KW - Kentucky KW - West Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - National Highway System Designation Act of 1995, 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/36351518?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&rft.title=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&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 - Final. Preparation date: April 16, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. [Part 36 of 79] T2 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. AN - 36350813; 10054-030175_0036 AB - PURPOSE: The construction of 33 miles of four-lane, divided, controlled-access, highway within the Interstate 66 (I-66) corridor from US 23/119 south of Pikeville, Kentucky to King Coal Highway southeast of Matewan, West Virginia is proposed. The project study area encompasses a southwest to northeast band running across central Pike County, continuing across the Kentucky/West Virginia state line at Tug Fork River, and finally extending five miles into southwestern Mingo County. In addition to a No-Build Alternative, two northerly and two southerly alignment alternatives and four alignments for connectors linking the northern and southern alternates are considered in the draft EIS. This condensed final EIS provides only information pertinent to the preferred alternative. The highway would have a design speed of 70 miles per hour (mph) within Kentucky and 6 mph within West Virginia, limit the minimum curve radius to 1,910 feet in Kentucky and 1,295 feet in West Virginia, limit the maximum grade to five percent in Kentucky and six percent in West Virginia, ensure a minimum stopping sight distance of 615 feet in Kentucky and 750 feet in West Virginia, feature a 60-foot-wide depressed median in Kentucky and a maximum 40-foot-wide median in West Virginia, and provide for 12-foot-wide shoulders. Access would be provided via four interchanges, though two at-grade intersections per mile would be allowed in West Virginia. Coal uncovered during construction would be removed and sold. POSITIVE IMPACTS: The proposed extension of I-66 would not only facilitate through traffic between the study corridor termini, but would also serve several communities in Pike and Mingo counties that have historically been poorly isolated from major transportation routes. The new facility would enhance access to jobs, markets, and services, reduce regional accident potentials, and reduce travel times at all levels of travel. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements would displace 2,000 to 2,260 acres for the mainline segments and 167 to 172 acres for the connector segments. Most of the displaced land would be forest, though some farmland would be lost as well. The project would also displace 84 to 190 residences and one to 11 businesses and could displace one or two cemeteries and one church. From three to 11 wetland areas, involving 0.65 to 5.92 acres, could be affected, and the project would traverse floodplain land. Hazardous waste sites could be encountered during construction. Construction activities could fracture underlying sandstone, resulting in degradation of groundwater quality and water quality in associated wells. Excavation could result in acid drainage. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), National Highway System Designation Act of 1995, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0206D, Volume 26, Number 2. JF - EPA number: 030175, 478 pages and maps, April 16, 2003 PY - 2003 VL - 36 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-01-01-F KW - Acids KW - Cemeteries KW - Coal KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Mining KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Water Quality KW - Wetlands KW - Kentucky KW - West Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - National Highway System Designation Act of 1995, 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/36350813?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&rft.title=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&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 - Final. Preparation date: April 16, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. [Part 65 of 79] T2 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. AN - 36349926; 10054-030175_0065 AB - PURPOSE: The construction of 33 miles of four-lane, divided, controlled-access, highway within the Interstate 66 (I-66) corridor from US 23/119 south of Pikeville, Kentucky to King Coal Highway southeast of Matewan, West Virginia is proposed. The project study area encompasses a southwest to northeast band running across central Pike County, continuing across the Kentucky/West Virginia state line at Tug Fork River, and finally extending five miles into southwestern Mingo County. In addition to a No-Build Alternative, two northerly and two southerly alignment alternatives and four alignments for connectors linking the northern and southern alternates are considered in the draft EIS. This condensed final EIS provides only information pertinent to the preferred alternative. The highway would have a design speed of 70 miles per hour (mph) within Kentucky and 6 mph within West Virginia, limit the minimum curve radius to 1,910 feet in Kentucky and 1,295 feet in West Virginia, limit the maximum grade to five percent in Kentucky and six percent in West Virginia, ensure a minimum stopping sight distance of 615 feet in Kentucky and 750 feet in West Virginia, feature a 60-foot-wide depressed median in Kentucky and a maximum 40-foot-wide median in West Virginia, and provide for 12-foot-wide shoulders. Access would be provided via four interchanges, though two at-grade intersections per mile would be allowed in West Virginia. Coal uncovered during construction would be removed and sold. POSITIVE IMPACTS: The proposed extension of I-66 would not only facilitate through traffic between the study corridor termini, but would also serve several communities in Pike and Mingo counties that have historically been poorly isolated from major transportation routes. The new facility would enhance access to jobs, markets, and services, reduce regional accident potentials, and reduce travel times at all levels of travel. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements would displace 2,000 to 2,260 acres for the mainline segments and 167 to 172 acres for the connector segments. Most of the displaced land would be forest, though some farmland would be lost as well. The project would also displace 84 to 190 residences and one to 11 businesses and could displace one or two cemeteries and one church. From three to 11 wetland areas, involving 0.65 to 5.92 acres, could be affected, and the project would traverse floodplain land. Hazardous waste sites could be encountered during construction. Construction activities could fracture underlying sandstone, resulting in degradation of groundwater quality and water quality in associated wells. Excavation could result in acid drainage. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), National Highway System Designation Act of 1995, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0206D, Volume 26, Number 2. JF - EPA number: 030175, 478 pages and maps, April 16, 2003 PY - 2003 VL - 65 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-01-01-F KW - Acids KW - Cemeteries KW - Coal KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Mining KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Water Quality KW - Wetlands KW - Kentucky KW - West Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - National Highway System Designation Act of 1995, 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/36349926?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&rft.title=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&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 - Final. Preparation date: April 16, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. [Part 64 of 79] T2 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. AN - 36349761; 10054-030175_0064 AB - PURPOSE: The construction of 33 miles of four-lane, divided, controlled-access, highway within the Interstate 66 (I-66) corridor from US 23/119 south of Pikeville, Kentucky to King Coal Highway southeast of Matewan, West Virginia is proposed. The project study area encompasses a southwest to northeast band running across central Pike County, continuing across the Kentucky/West Virginia state line at Tug Fork River, and finally extending five miles into southwestern Mingo County. In addition to a No-Build Alternative, two northerly and two southerly alignment alternatives and four alignments for connectors linking the northern and southern alternates are considered in the draft EIS. This condensed final EIS provides only information pertinent to the preferred alternative. The highway would have a design speed of 70 miles per hour (mph) within Kentucky and 6 mph within West Virginia, limit the minimum curve radius to 1,910 feet in Kentucky and 1,295 feet in West Virginia, limit the maximum grade to five percent in Kentucky and six percent in West Virginia, ensure a minimum stopping sight distance of 615 feet in Kentucky and 750 feet in West Virginia, feature a 60-foot-wide depressed median in Kentucky and a maximum 40-foot-wide median in West Virginia, and provide for 12-foot-wide shoulders. Access would be provided via four interchanges, though two at-grade intersections per mile would be allowed in West Virginia. Coal uncovered during construction would be removed and sold. POSITIVE IMPACTS: The proposed extension of I-66 would not only facilitate through traffic between the study corridor termini, but would also serve several communities in Pike and Mingo counties that have historically been poorly isolated from major transportation routes. The new facility would enhance access to jobs, markets, and services, reduce regional accident potentials, and reduce travel times at all levels of travel. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements would displace 2,000 to 2,260 acres for the mainline segments and 167 to 172 acres for the connector segments. Most of the displaced land would be forest, though some farmland would be lost as well. The project would also displace 84 to 190 residences and one to 11 businesses and could displace one or two cemeteries and one church. From three to 11 wetland areas, involving 0.65 to 5.92 acres, could be affected, and the project would traverse floodplain land. Hazardous waste sites could be encountered during construction. Construction activities could fracture underlying sandstone, resulting in degradation of groundwater quality and water quality in associated wells. Excavation could result in acid drainage. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), National Highway System Designation Act of 1995, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0206D, Volume 26, Number 2. JF - EPA number: 030175, 478 pages and maps, April 16, 2003 PY - 2003 VL - 64 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-01-01-F KW - Acids KW - Cemeteries KW - Coal KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Mining KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Water Quality KW - Wetlands KW - Kentucky KW - West Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - National Highway System Designation Act of 1995, 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/36349761?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&rft.title=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&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 - Final. Preparation date: April 16, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. [Part 51 of 79] T2 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. AN - 36349100; 10054-030175_0051 AB - PURPOSE: The construction of 33 miles of four-lane, divided, controlled-access, highway within the Interstate 66 (I-66) corridor from US 23/119 south of Pikeville, Kentucky to King Coal Highway southeast of Matewan, West Virginia is proposed. The project study area encompasses a southwest to northeast band running across central Pike County, continuing across the Kentucky/West Virginia state line at Tug Fork River, and finally extending five miles into southwestern Mingo County. In addition to a No-Build Alternative, two northerly and two southerly alignment alternatives and four alignments for connectors linking the northern and southern alternates are considered in the draft EIS. This condensed final EIS provides only information pertinent to the preferred alternative. The highway would have a design speed of 70 miles per hour (mph) within Kentucky and 6 mph within West Virginia, limit the minimum curve radius to 1,910 feet in Kentucky and 1,295 feet in West Virginia, limit the maximum grade to five percent in Kentucky and six percent in West Virginia, ensure a minimum stopping sight distance of 615 feet in Kentucky and 750 feet in West Virginia, feature a 60-foot-wide depressed median in Kentucky and a maximum 40-foot-wide median in West Virginia, and provide for 12-foot-wide shoulders. Access would be provided via four interchanges, though two at-grade intersections per mile would be allowed in West Virginia. Coal uncovered during construction would be removed and sold. POSITIVE IMPACTS: The proposed extension of I-66 would not only facilitate through traffic between the study corridor termini, but would also serve several communities in Pike and Mingo counties that have historically been poorly isolated from major transportation routes. The new facility would enhance access to jobs, markets, and services, reduce regional accident potentials, and reduce travel times at all levels of travel. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements would displace 2,000 to 2,260 acres for the mainline segments and 167 to 172 acres for the connector segments. Most of the displaced land would be forest, though some farmland would be lost as well. The project would also displace 84 to 190 residences and one to 11 businesses and could displace one or two cemeteries and one church. From three to 11 wetland areas, involving 0.65 to 5.92 acres, could be affected, and the project would traverse floodplain land. Hazardous waste sites could be encountered during construction. Construction activities could fracture underlying sandstone, resulting in degradation of groundwater quality and water quality in associated wells. Excavation could result in acid drainage. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), National Highway System Designation Act of 1995, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0206D, Volume 26, Number 2. JF - EPA number: 030175, 478 pages and maps, April 16, 2003 PY - 2003 VL - 51 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-01-01-F KW - Acids KW - Cemeteries KW - Coal KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Mining KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Water Quality KW - Wetlands KW - Kentucky KW - West Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - National Highway System Designation Act of 1995, 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/36349100?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&rft.title=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&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 - Final. Preparation date: April 16, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. [Part 61 of 79] T2 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. AN - 36348906; 10054-030175_0061 AB - PURPOSE: The construction of 33 miles of four-lane, divided, controlled-access, highway within the Interstate 66 (I-66) corridor from US 23/119 south of Pikeville, Kentucky to King Coal Highway southeast of Matewan, West Virginia is proposed. The project study area encompasses a southwest to northeast band running across central Pike County, continuing across the Kentucky/West Virginia state line at Tug Fork River, and finally extending five miles into southwestern Mingo County. In addition to a No-Build Alternative, two northerly and two southerly alignment alternatives and four alignments for connectors linking the northern and southern alternates are considered in the draft EIS. This condensed final EIS provides only information pertinent to the preferred alternative. The highway would have a design speed of 70 miles per hour (mph) within Kentucky and 6 mph within West Virginia, limit the minimum curve radius to 1,910 feet in Kentucky and 1,295 feet in West Virginia, limit the maximum grade to five percent in Kentucky and six percent in West Virginia, ensure a minimum stopping sight distance of 615 feet in Kentucky and 750 feet in West Virginia, feature a 60-foot-wide depressed median in Kentucky and a maximum 40-foot-wide median in West Virginia, and provide for 12-foot-wide shoulders. Access would be provided via four interchanges, though two at-grade intersections per mile would be allowed in West Virginia. Coal uncovered during construction would be removed and sold. POSITIVE IMPACTS: The proposed extension of I-66 would not only facilitate through traffic between the study corridor termini, but would also serve several communities in Pike and Mingo counties that have historically been poorly isolated from major transportation routes. The new facility would enhance access to jobs, markets, and services, reduce regional accident potentials, and reduce travel times at all levels of travel. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements would displace 2,000 to 2,260 acres for the mainline segments and 167 to 172 acres for the connector segments. Most of the displaced land would be forest, though some farmland would be lost as well. The project would also displace 84 to 190 residences and one to 11 businesses and could displace one or two cemeteries and one church. From three to 11 wetland areas, involving 0.65 to 5.92 acres, could be affected, and the project would traverse floodplain land. Hazardous waste sites could be encountered during construction. Construction activities could fracture underlying sandstone, resulting in degradation of groundwater quality and water quality in associated wells. Excavation could result in acid drainage. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), National Highway System Designation Act of 1995, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0206D, Volume 26, Number 2. JF - EPA number: 030175, 478 pages and maps, April 16, 2003 PY - 2003 VL - 61 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-01-01-F KW - Acids KW - Cemeteries KW - Coal KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Mining KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Water Quality KW - Wetlands KW - Kentucky KW - West Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - National Highway System Designation Act of 1995, 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/36348906?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&rft.title=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&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 - Final. Preparation date: April 16, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. [Part 34 of 79] T2 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. AN - 36348728; 10054-030175_0034 AB - PURPOSE: The construction of 33 miles of four-lane, divided, controlled-access, highway within the Interstate 66 (I-66) corridor from US 23/119 south of Pikeville, Kentucky to King Coal Highway southeast of Matewan, West Virginia is proposed. The project study area encompasses a southwest to northeast band running across central Pike County, continuing across the Kentucky/West Virginia state line at Tug Fork River, and finally extending five miles into southwestern Mingo County. In addition to a No-Build Alternative, two northerly and two southerly alignment alternatives and four alignments for connectors linking the northern and southern alternates are considered in the draft EIS. This condensed final EIS provides only information pertinent to the preferred alternative. The highway would have a design speed of 70 miles per hour (mph) within Kentucky and 6 mph within West Virginia, limit the minimum curve radius to 1,910 feet in Kentucky and 1,295 feet in West Virginia, limit the maximum grade to five percent in Kentucky and six percent in West Virginia, ensure a minimum stopping sight distance of 615 feet in Kentucky and 750 feet in West Virginia, feature a 60-foot-wide depressed median in Kentucky and a maximum 40-foot-wide median in West Virginia, and provide for 12-foot-wide shoulders. Access would be provided via four interchanges, though two at-grade intersections per mile would be allowed in West Virginia. Coal uncovered during construction would be removed and sold. POSITIVE IMPACTS: The proposed extension of I-66 would not only facilitate through traffic between the study corridor termini, but would also serve several communities in Pike and Mingo counties that have historically been poorly isolated from major transportation routes. The new facility would enhance access to jobs, markets, and services, reduce regional accident potentials, and reduce travel times at all levels of travel. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements would displace 2,000 to 2,260 acres for the mainline segments and 167 to 172 acres for the connector segments. Most of the displaced land would be forest, though some farmland would be lost as well. The project would also displace 84 to 190 residences and one to 11 businesses and could displace one or two cemeteries and one church. From three to 11 wetland areas, involving 0.65 to 5.92 acres, could be affected, and the project would traverse floodplain land. Hazardous waste sites could be encountered during construction. Construction activities could fracture underlying sandstone, resulting in degradation of groundwater quality and water quality in associated wells. Excavation could result in acid drainage. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), National Highway System Designation Act of 1995, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0206D, Volume 26, Number 2. JF - EPA number: 030175, 478 pages and maps, April 16, 2003 PY - 2003 VL - 34 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-01-01-F KW - Acids KW - Cemeteries KW - Coal KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Mining KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Water Quality KW - Wetlands KW - Kentucky KW - West Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - National Highway System Designation Act of 1995, 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/36348728?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&rft.title=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&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 - Final. Preparation date: April 16, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. [Part 33 of 79] T2 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. AN - 36348658; 10054-030175_0033 AB - PURPOSE: The construction of 33 miles of four-lane, divided, controlled-access, highway within the Interstate 66 (I-66) corridor from US 23/119 south of Pikeville, Kentucky to King Coal Highway southeast of Matewan, West Virginia is proposed. The project study area encompasses a southwest to northeast band running across central Pike County, continuing across the Kentucky/West Virginia state line at Tug Fork River, and finally extending five miles into southwestern Mingo County. In addition to a No-Build Alternative, two northerly and two southerly alignment alternatives and four alignments for connectors linking the northern and southern alternates are considered in the draft EIS. This condensed final EIS provides only information pertinent to the preferred alternative. The highway would have a design speed of 70 miles per hour (mph) within Kentucky and 6 mph within West Virginia, limit the minimum curve radius to 1,910 feet in Kentucky and 1,295 feet in West Virginia, limit the maximum grade to five percent in Kentucky and six percent in West Virginia, ensure a minimum stopping sight distance of 615 feet in Kentucky and 750 feet in West Virginia, feature a 60-foot-wide depressed median in Kentucky and a maximum 40-foot-wide median in West Virginia, and provide for 12-foot-wide shoulders. Access would be provided via four interchanges, though two at-grade intersections per mile would be allowed in West Virginia. Coal uncovered during construction would be removed and sold. POSITIVE IMPACTS: The proposed extension of I-66 would not only facilitate through traffic between the study corridor termini, but would also serve several communities in Pike and Mingo counties that have historically been poorly isolated from major transportation routes. The new facility would enhance access to jobs, markets, and services, reduce regional accident potentials, and reduce travel times at all levels of travel. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements would displace 2,000 to 2,260 acres for the mainline segments and 167 to 172 acres for the connector segments. Most of the displaced land would be forest, though some farmland would be lost as well. The project would also displace 84 to 190 residences and one to 11 businesses and could displace one or two cemeteries and one church. From three to 11 wetland areas, involving 0.65 to 5.92 acres, could be affected, and the project would traverse floodplain land. Hazardous waste sites could be encountered during construction. Construction activities could fracture underlying sandstone, resulting in degradation of groundwater quality and water quality in associated wells. Excavation could result in acid drainage. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), National Highway System Designation Act of 1995, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0206D, Volume 26, Number 2. JF - EPA number: 030175, 478 pages and maps, April 16, 2003 PY - 2003 VL - 33 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-01-01-F KW - Acids KW - Cemeteries KW - Coal KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Mining KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Water Quality KW - Wetlands KW - Kentucky KW - West Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - National Highway System Designation Act of 1995, 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/36348658?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&rft.title=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&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 - Final. Preparation date: April 16, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. [Part 17 of 79] T2 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. AN - 36348534; 10054-030175_0017 AB - PURPOSE: The construction of 33 miles of four-lane, divided, controlled-access, highway within the Interstate 66 (I-66) corridor from US 23/119 south of Pikeville, Kentucky to King Coal Highway southeast of Matewan, West Virginia is proposed. The project study area encompasses a southwest to northeast band running across central Pike County, continuing across the Kentucky/West Virginia state line at Tug Fork River, and finally extending five miles into southwestern Mingo County. In addition to a No-Build Alternative, two northerly and two southerly alignment alternatives and four alignments for connectors linking the northern and southern alternates are considered in the draft EIS. This condensed final EIS provides only information pertinent to the preferred alternative. The highway would have a design speed of 70 miles per hour (mph) within Kentucky and 6 mph within West Virginia, limit the minimum curve radius to 1,910 feet in Kentucky and 1,295 feet in West Virginia, limit the maximum grade to five percent in Kentucky and six percent in West Virginia, ensure a minimum stopping sight distance of 615 feet in Kentucky and 750 feet in West Virginia, feature a 60-foot-wide depressed median in Kentucky and a maximum 40-foot-wide median in West Virginia, and provide for 12-foot-wide shoulders. Access would be provided via four interchanges, though two at-grade intersections per mile would be allowed in West Virginia. Coal uncovered during construction would be removed and sold. POSITIVE IMPACTS: The proposed extension of I-66 would not only facilitate through traffic between the study corridor termini, but would also serve several communities in Pike and Mingo counties that have historically been poorly isolated from major transportation routes. The new facility would enhance access to jobs, markets, and services, reduce regional accident potentials, and reduce travel times at all levels of travel. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements would displace 2,000 to 2,260 acres for the mainline segments and 167 to 172 acres for the connector segments. Most of the displaced land would be forest, though some farmland would be lost as well. The project would also displace 84 to 190 residences and one to 11 businesses and could displace one or two cemeteries and one church. From three to 11 wetland areas, involving 0.65 to 5.92 acres, could be affected, and the project would traverse floodplain land. Hazardous waste sites could be encountered during construction. Construction activities could fracture underlying sandstone, resulting in degradation of groundwater quality and water quality in associated wells. Excavation could result in acid drainage. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), National Highway System Designation Act of 1995, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0206D, Volume 26, Number 2. JF - EPA number: 030175, 478 pages and maps, April 16, 2003 PY - 2003 VL - 17 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-01-01-F KW - Acids KW - Cemeteries KW - Coal KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Mining KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Water Quality KW - Wetlands KW - Kentucky KW - West Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - National Highway System Designation Act of 1995, 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/36348534?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&rft.title=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&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 - Final. Preparation date: April 16, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. [Part 5 of 79] T2 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. AN - 36348490; 10054-030175_0005 AB - PURPOSE: The construction of 33 miles of four-lane, divided, controlled-access, highway within the Interstate 66 (I-66) corridor from US 23/119 south of Pikeville, Kentucky to King Coal Highway southeast of Matewan, West Virginia is proposed. The project study area encompasses a southwest to northeast band running across central Pike County, continuing across the Kentucky/West Virginia state line at Tug Fork River, and finally extending five miles into southwestern Mingo County. In addition to a No-Build Alternative, two northerly and two southerly alignment alternatives and four alignments for connectors linking the northern and southern alternates are considered in the draft EIS. This condensed final EIS provides only information pertinent to the preferred alternative. The highway would have a design speed of 70 miles per hour (mph) within Kentucky and 6 mph within West Virginia, limit the minimum curve radius to 1,910 feet in Kentucky and 1,295 feet in West Virginia, limit the maximum grade to five percent in Kentucky and six percent in West Virginia, ensure a minimum stopping sight distance of 615 feet in Kentucky and 750 feet in West Virginia, feature a 60-foot-wide depressed median in Kentucky and a maximum 40-foot-wide median in West Virginia, and provide for 12-foot-wide shoulders. Access would be provided via four interchanges, though two at-grade intersections per mile would be allowed in West Virginia. Coal uncovered during construction would be removed and sold. POSITIVE IMPACTS: The proposed extension of I-66 would not only facilitate through traffic between the study corridor termini, but would also serve several communities in Pike and Mingo counties that have historically been poorly isolated from major transportation routes. The new facility would enhance access to jobs, markets, and services, reduce regional accident potentials, and reduce travel times at all levels of travel. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements would displace 2,000 to 2,260 acres for the mainline segments and 167 to 172 acres for the connector segments. Most of the displaced land would be forest, though some farmland would be lost as well. The project would also displace 84 to 190 residences and one to 11 businesses and could displace one or two cemeteries and one church. From three to 11 wetland areas, involving 0.65 to 5.92 acres, could be affected, and the project would traverse floodplain land. Hazardous waste sites could be encountered during construction. Construction activities could fracture underlying sandstone, resulting in degradation of groundwater quality and water quality in associated wells. Excavation could result in acid drainage. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), National Highway System Designation Act of 1995, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0206D, Volume 26, Number 2. JF - EPA number: 030175, 478 pages and maps, April 16, 2003 PY - 2003 VL - 5 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-01-01-F KW - Acids KW - Cemeteries KW - Coal KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Mining KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Water Quality KW - Wetlands KW - Kentucky KW - West Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - National Highway System Designation Act of 1995, 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/36348490?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&rft.title=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&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 - Final. Preparation date: April 16, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. [Part 13 of 79] T2 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. AN - 36348347; 10054-030175_0013 AB - PURPOSE: The construction of 33 miles of four-lane, divided, controlled-access, highway within the Interstate 66 (I-66) corridor from US 23/119 south of Pikeville, Kentucky to King Coal Highway southeast of Matewan, West Virginia is proposed. The project study area encompasses a southwest to northeast band running across central Pike County, continuing across the Kentucky/West Virginia state line at Tug Fork River, and finally extending five miles into southwestern Mingo County. In addition to a No-Build Alternative, two northerly and two southerly alignment alternatives and four alignments for connectors linking the northern and southern alternates are considered in the draft EIS. This condensed final EIS provides only information pertinent to the preferred alternative. The highway would have a design speed of 70 miles per hour (mph) within Kentucky and 6 mph within West Virginia, limit the minimum curve radius to 1,910 feet in Kentucky and 1,295 feet in West Virginia, limit the maximum grade to five percent in Kentucky and six percent in West Virginia, ensure a minimum stopping sight distance of 615 feet in Kentucky and 750 feet in West Virginia, feature a 60-foot-wide depressed median in Kentucky and a maximum 40-foot-wide median in West Virginia, and provide for 12-foot-wide shoulders. Access would be provided via four interchanges, though two at-grade intersections per mile would be allowed in West Virginia. Coal uncovered during construction would be removed and sold. POSITIVE IMPACTS: The proposed extension of I-66 would not only facilitate through traffic between the study corridor termini, but would also serve several communities in Pike and Mingo counties that have historically been poorly isolated from major transportation routes. The new facility would enhance access to jobs, markets, and services, reduce regional accident potentials, and reduce travel times at all levels of travel. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements would displace 2,000 to 2,260 acres for the mainline segments and 167 to 172 acres for the connector segments. Most of the displaced land would be forest, though some farmland would be lost as well. The project would also displace 84 to 190 residences and one to 11 businesses and could displace one or two cemeteries and one church. From three to 11 wetland areas, involving 0.65 to 5.92 acres, could be affected, and the project would traverse floodplain land. Hazardous waste sites could be encountered during construction. Construction activities could fracture underlying sandstone, resulting in degradation of groundwater quality and water quality in associated wells. Excavation could result in acid drainage. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), National Highway System Designation Act of 1995, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0206D, Volume 26, Number 2. JF - EPA number: 030175, 478 pages and maps, April 16, 2003 PY - 2003 VL - 13 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-01-01-F KW - Acids KW - Cemeteries KW - Coal KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Mining KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Water Quality KW - Wetlands KW - Kentucky KW - West Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - National Highway System Designation Act of 1995, 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/36348347?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&rft.title=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&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 - Final. Preparation date: April 16, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. [Part 10 of 79] T2 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. AN - 36348287; 10054-030175_0010 AB - PURPOSE: The construction of 33 miles of four-lane, divided, controlled-access, highway within the Interstate 66 (I-66) corridor from US 23/119 south of Pikeville, Kentucky to King Coal Highway southeast of Matewan, West Virginia is proposed. The project study area encompasses a southwest to northeast band running across central Pike County, continuing across the Kentucky/West Virginia state line at Tug Fork River, and finally extending five miles into southwestern Mingo County. In addition to a No-Build Alternative, two northerly and two southerly alignment alternatives and four alignments for connectors linking the northern and southern alternates are considered in the draft EIS. This condensed final EIS provides only information pertinent to the preferred alternative. The highway would have a design speed of 70 miles per hour (mph) within Kentucky and 6 mph within West Virginia, limit the minimum curve radius to 1,910 feet in Kentucky and 1,295 feet in West Virginia, limit the maximum grade to five percent in Kentucky and six percent in West Virginia, ensure a minimum stopping sight distance of 615 feet in Kentucky and 750 feet in West Virginia, feature a 60-foot-wide depressed median in Kentucky and a maximum 40-foot-wide median in West Virginia, and provide for 12-foot-wide shoulders. Access would be provided via four interchanges, though two at-grade intersections per mile would be allowed in West Virginia. Coal uncovered during construction would be removed and sold. POSITIVE IMPACTS: The proposed extension of I-66 would not only facilitate through traffic between the study corridor termini, but would also serve several communities in Pike and Mingo counties that have historically been poorly isolated from major transportation routes. The new facility would enhance access to jobs, markets, and services, reduce regional accident potentials, and reduce travel times at all levels of travel. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements would displace 2,000 to 2,260 acres for the mainline segments and 167 to 172 acres for the connector segments. Most of the displaced land would be forest, though some farmland would be lost as well. The project would also displace 84 to 190 residences and one to 11 businesses and could displace one or two cemeteries and one church. From three to 11 wetland areas, involving 0.65 to 5.92 acres, could be affected, and the project would traverse floodplain land. Hazardous waste sites could be encountered during construction. Construction activities could fracture underlying sandstone, resulting in degradation of groundwater quality and water quality in associated wells. Excavation could result in acid drainage. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), National Highway System Designation Act of 1995, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0206D, Volume 26, Number 2. JF - EPA number: 030175, 478 pages and maps, April 16, 2003 PY - 2003 VL - 10 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-01-01-F KW - Acids KW - Cemeteries KW - Coal KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Mining KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Water Quality KW - Wetlands KW - Kentucky KW - West Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - National Highway System Designation Act of 1995, 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/36348287?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&rft.title=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&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 - Final. Preparation date: April 16, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. [Part 28 of 79] T2 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. AN - 36348239; 10054-030175_0028 AB - PURPOSE: The construction of 33 miles of four-lane, divided, controlled-access, highway within the Interstate 66 (I-66) corridor from US 23/119 south of Pikeville, Kentucky to King Coal Highway southeast of Matewan, West Virginia is proposed. The project study area encompasses a southwest to northeast band running across central Pike County, continuing across the Kentucky/West Virginia state line at Tug Fork River, and finally extending five miles into southwestern Mingo County. In addition to a No-Build Alternative, two northerly and two southerly alignment alternatives and four alignments for connectors linking the northern and southern alternates are considered in the draft EIS. This condensed final EIS provides only information pertinent to the preferred alternative. The highway would have a design speed of 70 miles per hour (mph) within Kentucky and 6 mph within West Virginia, limit the minimum curve radius to 1,910 feet in Kentucky and 1,295 feet in West Virginia, limit the maximum grade to five percent in Kentucky and six percent in West Virginia, ensure a minimum stopping sight distance of 615 feet in Kentucky and 750 feet in West Virginia, feature a 60-foot-wide depressed median in Kentucky and a maximum 40-foot-wide median in West Virginia, and provide for 12-foot-wide shoulders. Access would be provided via four interchanges, though two at-grade intersections per mile would be allowed in West Virginia. Coal uncovered during construction would be removed and sold. POSITIVE IMPACTS: The proposed extension of I-66 would not only facilitate through traffic between the study corridor termini, but would also serve several communities in Pike and Mingo counties that have historically been poorly isolated from major transportation routes. The new facility would enhance access to jobs, markets, and services, reduce regional accident potentials, and reduce travel times at all levels of travel. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements would displace 2,000 to 2,260 acres for the mainline segments and 167 to 172 acres for the connector segments. Most of the displaced land would be forest, though some farmland would be lost as well. The project would also displace 84 to 190 residences and one to 11 businesses and could displace one or two cemeteries and one church. From three to 11 wetland areas, involving 0.65 to 5.92 acres, could be affected, and the project would traverse floodplain land. Hazardous waste sites could be encountered during construction. Construction activities could fracture underlying sandstone, resulting in degradation of groundwater quality and water quality in associated wells. Excavation could result in acid drainage. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), National Highway System Designation Act of 1995, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0206D, Volume 26, Number 2. JF - EPA number: 030175, 478 pages and maps, April 16, 2003 PY - 2003 VL - 28 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-01-01-F KW - Acids KW - Cemeteries KW - Coal KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Mining KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Water Quality KW - Wetlands KW - Kentucky KW - West Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - National Highway System Designation Act of 1995, 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/36348239?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&rft.title=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&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 - Final. Preparation date: April 16, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. [Part 52 of 79] T2 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. AN - 36348138; 10054-030175_0052 AB - PURPOSE: The construction of 33 miles of four-lane, divided, controlled-access, highway within the Interstate 66 (I-66) corridor from US 23/119 south of Pikeville, Kentucky to King Coal Highway southeast of Matewan, West Virginia is proposed. The project study area encompasses a southwest to northeast band running across central Pike County, continuing across the Kentucky/West Virginia state line at Tug Fork River, and finally extending five miles into southwestern Mingo County. In addition to a No-Build Alternative, two northerly and two southerly alignment alternatives and four alignments for connectors linking the northern and southern alternates are considered in the draft EIS. This condensed final EIS provides only information pertinent to the preferred alternative. The highway would have a design speed of 70 miles per hour (mph) within Kentucky and 6 mph within West Virginia, limit the minimum curve radius to 1,910 feet in Kentucky and 1,295 feet in West Virginia, limit the maximum grade to five percent in Kentucky and six percent in West Virginia, ensure a minimum stopping sight distance of 615 feet in Kentucky and 750 feet in West Virginia, feature a 60-foot-wide depressed median in Kentucky and a maximum 40-foot-wide median in West Virginia, and provide for 12-foot-wide shoulders. Access would be provided via four interchanges, though two at-grade intersections per mile would be allowed in West Virginia. Coal uncovered during construction would be removed and sold. POSITIVE IMPACTS: The proposed extension of I-66 would not only facilitate through traffic between the study corridor termini, but would also serve several communities in Pike and Mingo counties that have historically been poorly isolated from major transportation routes. The new facility would enhance access to jobs, markets, and services, reduce regional accident potentials, and reduce travel times at all levels of travel. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements would displace 2,000 to 2,260 acres for the mainline segments and 167 to 172 acres for the connector segments. Most of the displaced land would be forest, though some farmland would be lost as well. The project would also displace 84 to 190 residences and one to 11 businesses and could displace one or two cemeteries and one church. From three to 11 wetland areas, involving 0.65 to 5.92 acres, could be affected, and the project would traverse floodplain land. Hazardous waste sites could be encountered during construction. Construction activities could fracture underlying sandstone, resulting in degradation of groundwater quality and water quality in associated wells. Excavation could result in acid drainage. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), National Highway System Designation Act of 1995, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0206D, Volume 26, Number 2. JF - EPA number: 030175, 478 pages and maps, April 16, 2003 PY - 2003 VL - 52 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-01-01-F KW - Acids KW - Cemeteries KW - Coal KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Mining KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Water Quality KW - Wetlands KW - Kentucky KW - West Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - National Highway System Designation Act of 1995, 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/36348138?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&rft.title=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&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 - Final. Preparation date: April 16, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. [Part 6 of 79] T2 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. AN - 36348111; 10054-030175_0006 AB - PURPOSE: The construction of 33 miles of four-lane, divided, controlled-access, highway within the Interstate 66 (I-66) corridor from US 23/119 south of Pikeville, Kentucky to King Coal Highway southeast of Matewan, West Virginia is proposed. The project study area encompasses a southwest to northeast band running across central Pike County, continuing across the Kentucky/West Virginia state line at Tug Fork River, and finally extending five miles into southwestern Mingo County. In addition to a No-Build Alternative, two northerly and two southerly alignment alternatives and four alignments for connectors linking the northern and southern alternates are considered in the draft EIS. This condensed final EIS provides only information pertinent to the preferred alternative. The highway would have a design speed of 70 miles per hour (mph) within Kentucky and 6 mph within West Virginia, limit the minimum curve radius to 1,910 feet in Kentucky and 1,295 feet in West Virginia, limit the maximum grade to five percent in Kentucky and six percent in West Virginia, ensure a minimum stopping sight distance of 615 feet in Kentucky and 750 feet in West Virginia, feature a 60-foot-wide depressed median in Kentucky and a maximum 40-foot-wide median in West Virginia, and provide for 12-foot-wide shoulders. Access would be provided via four interchanges, though two at-grade intersections per mile would be allowed in West Virginia. Coal uncovered during construction would be removed and sold. POSITIVE IMPACTS: The proposed extension of I-66 would not only facilitate through traffic between the study corridor termini, but would also serve several communities in Pike and Mingo counties that have historically been poorly isolated from major transportation routes. The new facility would enhance access to jobs, markets, and services, reduce regional accident potentials, and reduce travel times at all levels of travel. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements would displace 2,000 to 2,260 acres for the mainline segments and 167 to 172 acres for the connector segments. Most of the displaced land would be forest, though some farmland would be lost as well. The project would also displace 84 to 190 residences and one to 11 businesses and could displace one or two cemeteries and one church. From three to 11 wetland areas, involving 0.65 to 5.92 acres, could be affected, and the project would traverse floodplain land. Hazardous waste sites could be encountered during construction. Construction activities could fracture underlying sandstone, resulting in degradation of groundwater quality and water quality in associated wells. Excavation could result in acid drainage. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), National Highway System Designation Act of 1995, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0206D, Volume 26, Number 2. JF - EPA number: 030175, 478 pages and maps, April 16, 2003 PY - 2003 VL - 6 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-01-01-F KW - Acids KW - Cemeteries KW - Coal KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Mining KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Water Quality KW - Wetlands KW - Kentucky KW - West Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - National Highway System Designation Act of 1995, 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/36348111?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&rft.title=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&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 - Final. Preparation date: April 16, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. [Part 16 of 79] T2 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. AN - 36348070; 10054-030175_0016 AB - PURPOSE: The construction of 33 miles of four-lane, divided, controlled-access, highway within the Interstate 66 (I-66) corridor from US 23/119 south of Pikeville, Kentucky to King Coal Highway southeast of Matewan, West Virginia is proposed. The project study area encompasses a southwest to northeast band running across central Pike County, continuing across the Kentucky/West Virginia state line at Tug Fork River, and finally extending five miles into southwestern Mingo County. In addition to a No-Build Alternative, two northerly and two southerly alignment alternatives and four alignments for connectors linking the northern and southern alternates are considered in the draft EIS. This condensed final EIS provides only information pertinent to the preferred alternative. The highway would have a design speed of 70 miles per hour (mph) within Kentucky and 6 mph within West Virginia, limit the minimum curve radius to 1,910 feet in Kentucky and 1,295 feet in West Virginia, limit the maximum grade to five percent in Kentucky and six percent in West Virginia, ensure a minimum stopping sight distance of 615 feet in Kentucky and 750 feet in West Virginia, feature a 60-foot-wide depressed median in Kentucky and a maximum 40-foot-wide median in West Virginia, and provide for 12-foot-wide shoulders. Access would be provided via four interchanges, though two at-grade intersections per mile would be allowed in West Virginia. Coal uncovered during construction would be removed and sold. POSITIVE IMPACTS: The proposed extension of I-66 would not only facilitate through traffic between the study corridor termini, but would also serve several communities in Pike and Mingo counties that have historically been poorly isolated from major transportation routes. The new facility would enhance access to jobs, markets, and services, reduce regional accident potentials, and reduce travel times at all levels of travel. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements would displace 2,000 to 2,260 acres for the mainline segments and 167 to 172 acres for the connector segments. Most of the displaced land would be forest, though some farmland would be lost as well. The project would also displace 84 to 190 residences and one to 11 businesses and could displace one or two cemeteries and one church. From three to 11 wetland areas, involving 0.65 to 5.92 acres, could be affected, and the project would traverse floodplain land. Hazardous waste sites could be encountered during construction. Construction activities could fracture underlying sandstone, resulting in degradation of groundwater quality and water quality in associated wells. Excavation could result in acid drainage. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), National Highway System Designation Act of 1995, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0206D, Volume 26, Number 2. JF - EPA number: 030175, 478 pages and maps, April 16, 2003 PY - 2003 VL - 16 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-01-01-F KW - Acids KW - Cemeteries KW - Coal KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Mining KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Water Quality KW - Wetlands KW - Kentucky KW - West Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - National Highway System Designation Act of 1995, 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/36348070?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&rft.title=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&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 - Final. Preparation date: April 16, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. [Part 35 of 79] T2 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. AN - 36347955; 10054-030175_0035 AB - PURPOSE: The construction of 33 miles of four-lane, divided, controlled-access, highway within the Interstate 66 (I-66) corridor from US 23/119 south of Pikeville, Kentucky to King Coal Highway southeast of Matewan, West Virginia is proposed. The project study area encompasses a southwest to northeast band running across central Pike County, continuing across the Kentucky/West Virginia state line at Tug Fork River, and finally extending five miles into southwestern Mingo County. In addition to a No-Build Alternative, two northerly and two southerly alignment alternatives and four alignments for connectors linking the northern and southern alternates are considered in the draft EIS. This condensed final EIS provides only information pertinent to the preferred alternative. The highway would have a design speed of 70 miles per hour (mph) within Kentucky and 6 mph within West Virginia, limit the minimum curve radius to 1,910 feet in Kentucky and 1,295 feet in West Virginia, limit the maximum grade to five percent in Kentucky and six percent in West Virginia, ensure a minimum stopping sight distance of 615 feet in Kentucky and 750 feet in West Virginia, feature a 60-foot-wide depressed median in Kentucky and a maximum 40-foot-wide median in West Virginia, and provide for 12-foot-wide shoulders. Access would be provided via four interchanges, though two at-grade intersections per mile would be allowed in West Virginia. Coal uncovered during construction would be removed and sold. POSITIVE IMPACTS: The proposed extension of I-66 would not only facilitate through traffic between the study corridor termini, but would also serve several communities in Pike and Mingo counties that have historically been poorly isolated from major transportation routes. The new facility would enhance access to jobs, markets, and services, reduce regional accident potentials, and reduce travel times at all levels of travel. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements would displace 2,000 to 2,260 acres for the mainline segments and 167 to 172 acres for the connector segments. Most of the displaced land would be forest, though some farmland would be lost as well. The project would also displace 84 to 190 residences and one to 11 businesses and could displace one or two cemeteries and one church. From three to 11 wetland areas, involving 0.65 to 5.92 acres, could be affected, and the project would traverse floodplain land. Hazardous waste sites could be encountered during construction. Construction activities could fracture underlying sandstone, resulting in degradation of groundwater quality and water quality in associated wells. Excavation could result in acid drainage. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), National Highway System Designation Act of 1995, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0206D, Volume 26, Number 2. JF - EPA number: 030175, 478 pages and maps, April 16, 2003 PY - 2003 VL - 35 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-01-01-F KW - Acids KW - Cemeteries KW - Coal KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Mining KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Water Quality KW - Wetlands KW - Kentucky KW - West Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - National Highway System Designation Act of 1995, 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/36347955?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&rft.title=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&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 - Final. Preparation date: April 16, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. [Part 11 of 79] T2 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. AN - 36347915; 10054-030175_0011 AB - PURPOSE: The construction of 33 miles of four-lane, divided, controlled-access, highway within the Interstate 66 (I-66) corridor from US 23/119 south of Pikeville, Kentucky to King Coal Highway southeast of Matewan, West Virginia is proposed. The project study area encompasses a southwest to northeast band running across central Pike County, continuing across the Kentucky/West Virginia state line at Tug Fork River, and finally extending five miles into southwestern Mingo County. In addition to a No-Build Alternative, two northerly and two southerly alignment alternatives and four alignments for connectors linking the northern and southern alternates are considered in the draft EIS. This condensed final EIS provides only information pertinent to the preferred alternative. The highway would have a design speed of 70 miles per hour (mph) within Kentucky and 6 mph within West Virginia, limit the minimum curve radius to 1,910 feet in Kentucky and 1,295 feet in West Virginia, limit the maximum grade to five percent in Kentucky and six percent in West Virginia, ensure a minimum stopping sight distance of 615 feet in Kentucky and 750 feet in West Virginia, feature a 60-foot-wide depressed median in Kentucky and a maximum 40-foot-wide median in West Virginia, and provide for 12-foot-wide shoulders. Access would be provided via four interchanges, though two at-grade intersections per mile would be allowed in West Virginia. Coal uncovered during construction would be removed and sold. POSITIVE IMPACTS: The proposed extension of I-66 would not only facilitate through traffic between the study corridor termini, but would also serve several communities in Pike and Mingo counties that have historically been poorly isolated from major transportation routes. The new facility would enhance access to jobs, markets, and services, reduce regional accident potentials, and reduce travel times at all levels of travel. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements would displace 2,000 to 2,260 acres for the mainline segments and 167 to 172 acres for the connector segments. Most of the displaced land would be forest, though some farmland would be lost as well. The project would also displace 84 to 190 residences and one to 11 businesses and could displace one or two cemeteries and one church. From three to 11 wetland areas, involving 0.65 to 5.92 acres, could be affected, and the project would traverse floodplain land. Hazardous waste sites could be encountered during construction. Construction activities could fracture underlying sandstone, resulting in degradation of groundwater quality and water quality in associated wells. Excavation could result in acid drainage. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), National Highway System Designation Act of 1995, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0206D, Volume 26, Number 2. JF - EPA number: 030175, 478 pages and maps, April 16, 2003 PY - 2003 VL - 11 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-01-01-F KW - Acids KW - Cemeteries KW - Coal KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Mining KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Water Quality KW - Wetlands KW - Kentucky KW - West Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - National Highway System Designation Act of 1995, 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/36347915?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&rft.title=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&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 - Final. Preparation date: April 16, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. [Part 50 of 79] T2 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. AN - 36347747; 10054-030175_0050 AB - PURPOSE: The construction of 33 miles of four-lane, divided, controlled-access, highway within the Interstate 66 (I-66) corridor from US 23/119 south of Pikeville, Kentucky to King Coal Highway southeast of Matewan, West Virginia is proposed. The project study area encompasses a southwest to northeast band running across central Pike County, continuing across the Kentucky/West Virginia state line at Tug Fork River, and finally extending five miles into southwestern Mingo County. In addition to a No-Build Alternative, two northerly and two southerly alignment alternatives and four alignments for connectors linking the northern and southern alternates are considered in the draft EIS. This condensed final EIS provides only information pertinent to the preferred alternative. The highway would have a design speed of 70 miles per hour (mph) within Kentucky and 6 mph within West Virginia, limit the minimum curve radius to 1,910 feet in Kentucky and 1,295 feet in West Virginia, limit the maximum grade to five percent in Kentucky and six percent in West Virginia, ensure a minimum stopping sight distance of 615 feet in Kentucky and 750 feet in West Virginia, feature a 60-foot-wide depressed median in Kentucky and a maximum 40-foot-wide median in West Virginia, and provide for 12-foot-wide shoulders. Access would be provided via four interchanges, though two at-grade intersections per mile would be allowed in West Virginia. Coal uncovered during construction would be removed and sold. POSITIVE IMPACTS: The proposed extension of I-66 would not only facilitate through traffic between the study corridor termini, but would also serve several communities in Pike and Mingo counties that have historically been poorly isolated from major transportation routes. The new facility would enhance access to jobs, markets, and services, reduce regional accident potentials, and reduce travel times at all levels of travel. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements would displace 2,000 to 2,260 acres for the mainline segments and 167 to 172 acres for the connector segments. Most of the displaced land would be forest, though some farmland would be lost as well. The project would also displace 84 to 190 residences and one to 11 businesses and could displace one or two cemeteries and one church. From three to 11 wetland areas, involving 0.65 to 5.92 acres, could be affected, and the project would traverse floodplain land. Hazardous waste sites could be encountered during construction. Construction activities could fracture underlying sandstone, resulting in degradation of groundwater quality and water quality in associated wells. Excavation could result in acid drainage. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), National Highway System Designation Act of 1995, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0206D, Volume 26, Number 2. JF - EPA number: 030175, 478 pages and maps, April 16, 2003 PY - 2003 VL - 50 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-01-01-F KW - Acids KW - Cemeteries KW - Coal KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Mining KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Water Quality KW - Wetlands KW - Kentucky KW - West Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - National Highway System Designation Act of 1995, 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/36347747?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&rft.title=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&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 - Final. Preparation date: April 16, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. [Part 60 of 79] T2 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. AN - 36347649; 10054-030175_0060 AB - PURPOSE: The construction of 33 miles of four-lane, divided, controlled-access, highway within the Interstate 66 (I-66) corridor from US 23/119 south of Pikeville, Kentucky to King Coal Highway southeast of Matewan, West Virginia is proposed. The project study area encompasses a southwest to northeast band running across central Pike County, continuing across the Kentucky/West Virginia state line at Tug Fork River, and finally extending five miles into southwestern Mingo County. In addition to a No-Build Alternative, two northerly and two southerly alignment alternatives and four alignments for connectors linking the northern and southern alternates are considered in the draft EIS. This condensed final EIS provides only information pertinent to the preferred alternative. The highway would have a design speed of 70 miles per hour (mph) within Kentucky and 6 mph within West Virginia, limit the minimum curve radius to 1,910 feet in Kentucky and 1,295 feet in West Virginia, limit the maximum grade to five percent in Kentucky and six percent in West Virginia, ensure a minimum stopping sight distance of 615 feet in Kentucky and 750 feet in West Virginia, feature a 60-foot-wide depressed median in Kentucky and a maximum 40-foot-wide median in West Virginia, and provide for 12-foot-wide shoulders. Access would be provided via four interchanges, though two at-grade intersections per mile would be allowed in West Virginia. Coal uncovered during construction would be removed and sold. POSITIVE IMPACTS: The proposed extension of I-66 would not only facilitate through traffic between the study corridor termini, but would also serve several communities in Pike and Mingo counties that have historically been poorly isolated from major transportation routes. The new facility would enhance access to jobs, markets, and services, reduce regional accident potentials, and reduce travel times at all levels of travel. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements would displace 2,000 to 2,260 acres for the mainline segments and 167 to 172 acres for the connector segments. Most of the displaced land would be forest, though some farmland would be lost as well. The project would also displace 84 to 190 residences and one to 11 businesses and could displace one or two cemeteries and one church. From three to 11 wetland areas, involving 0.65 to 5.92 acres, could be affected, and the project would traverse floodplain land. Hazardous waste sites could be encountered during construction. Construction activities could fracture underlying sandstone, resulting in degradation of groundwater quality and water quality in associated wells. Excavation could result in acid drainage. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), National Highway System Designation Act of 1995, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0206D, Volume 26, Number 2. JF - EPA number: 030175, 478 pages and maps, April 16, 2003 PY - 2003 VL - 60 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-01-01-F KW - Acids KW - Cemeteries KW - Coal KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Mining KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Water Quality KW - Wetlands KW - Kentucky KW - West Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - National Highway System Designation Act of 1995, 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/36347649?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&rft.title=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&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 - Final. Preparation date: April 16, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. [Part 8 of 79] T2 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. AN - 36347635; 10054-030175_0008 AB - PURPOSE: The construction of 33 miles of four-lane, divided, controlled-access, highway within the Interstate 66 (I-66) corridor from US 23/119 south of Pikeville, Kentucky to King Coal Highway southeast of Matewan, West Virginia is proposed. The project study area encompasses a southwest to northeast band running across central Pike County, continuing across the Kentucky/West Virginia state line at Tug Fork River, and finally extending five miles into southwestern Mingo County. In addition to a No-Build Alternative, two northerly and two southerly alignment alternatives and four alignments for connectors linking the northern and southern alternates are considered in the draft EIS. This condensed final EIS provides only information pertinent to the preferred alternative. The highway would have a design speed of 70 miles per hour (mph) within Kentucky and 6 mph within West Virginia, limit the minimum curve radius to 1,910 feet in Kentucky and 1,295 feet in West Virginia, limit the maximum grade to five percent in Kentucky and six percent in West Virginia, ensure a minimum stopping sight distance of 615 feet in Kentucky and 750 feet in West Virginia, feature a 60-foot-wide depressed median in Kentucky and a maximum 40-foot-wide median in West Virginia, and provide for 12-foot-wide shoulders. Access would be provided via four interchanges, though two at-grade intersections per mile would be allowed in West Virginia. Coal uncovered during construction would be removed and sold. POSITIVE IMPACTS: The proposed extension of I-66 would not only facilitate through traffic between the study corridor termini, but would also serve several communities in Pike and Mingo counties that have historically been poorly isolated from major transportation routes. The new facility would enhance access to jobs, markets, and services, reduce regional accident potentials, and reduce travel times at all levels of travel. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements would displace 2,000 to 2,260 acres for the mainline segments and 167 to 172 acres for the connector segments. Most of the displaced land would be forest, though some farmland would be lost as well. The project would also displace 84 to 190 residences and one to 11 businesses and could displace one or two cemeteries and one church. From three to 11 wetland areas, involving 0.65 to 5.92 acres, could be affected, and the project would traverse floodplain land. Hazardous waste sites could be encountered during construction. Construction activities could fracture underlying sandstone, resulting in degradation of groundwater quality and water quality in associated wells. Excavation could result in acid drainage. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), National Highway System Designation Act of 1995, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0206D, Volume 26, Number 2. JF - EPA number: 030175, 478 pages and maps, April 16, 2003 PY - 2003 VL - 8 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-01-01-F KW - Acids KW - Cemeteries KW - Coal KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Mining KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Water Quality KW - Wetlands KW - Kentucky KW - West Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - National Highway System Designation Act of 1995, 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/36347635?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&rft.title=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&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 - Final. Preparation date: April 16, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. [Part 39 of 79] T2 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. AN - 36347610; 10054-030175_0039 AB - PURPOSE: The construction of 33 miles of four-lane, divided, controlled-access, highway within the Interstate 66 (I-66) corridor from US 23/119 south of Pikeville, Kentucky to King Coal Highway southeast of Matewan, West Virginia is proposed. The project study area encompasses a southwest to northeast band running across central Pike County, continuing across the Kentucky/West Virginia state line at Tug Fork River, and finally extending five miles into southwestern Mingo County. In addition to a No-Build Alternative, two northerly and two southerly alignment alternatives and four alignments for connectors linking the northern and southern alternates are considered in the draft EIS. This condensed final EIS provides only information pertinent to the preferred alternative. The highway would have a design speed of 70 miles per hour (mph) within Kentucky and 6 mph within West Virginia, limit the minimum curve radius to 1,910 feet in Kentucky and 1,295 feet in West Virginia, limit the maximum grade to five percent in Kentucky and six percent in West Virginia, ensure a minimum stopping sight distance of 615 feet in Kentucky and 750 feet in West Virginia, feature a 60-foot-wide depressed median in Kentucky and a maximum 40-foot-wide median in West Virginia, and provide for 12-foot-wide shoulders. Access would be provided via four interchanges, though two at-grade intersections per mile would be allowed in West Virginia. Coal uncovered during construction would be removed and sold. POSITIVE IMPACTS: The proposed extension of I-66 would not only facilitate through traffic between the study corridor termini, but would also serve several communities in Pike and Mingo counties that have historically been poorly isolated from major transportation routes. The new facility would enhance access to jobs, markets, and services, reduce regional accident potentials, and reduce travel times at all levels of travel. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements would displace 2,000 to 2,260 acres for the mainline segments and 167 to 172 acres for the connector segments. Most of the displaced land would be forest, though some farmland would be lost as well. The project would also displace 84 to 190 residences and one to 11 businesses and could displace one or two cemeteries and one church. From three to 11 wetland areas, involving 0.65 to 5.92 acres, could be affected, and the project would traverse floodplain land. Hazardous waste sites could be encountered during construction. Construction activities could fracture underlying sandstone, resulting in degradation of groundwater quality and water quality in associated wells. Excavation could result in acid drainage. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), National Highway System Designation Act of 1995, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0206D, Volume 26, Number 2. JF - EPA number: 030175, 478 pages and maps, April 16, 2003 PY - 2003 VL - 39 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-01-01-F KW - Acids KW - Cemeteries KW - Coal KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Mining KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Water Quality KW - Wetlands KW - Kentucky KW - West Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - National Highway System Designation Act of 1995, 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/36347610?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&rft.title=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&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 - Final. Preparation date: April 16, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. [Part 62 of 79] T2 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. AN - 36347534; 10054-030175_0062 AB - PURPOSE: The construction of 33 miles of four-lane, divided, controlled-access, highway within the Interstate 66 (I-66) corridor from US 23/119 south of Pikeville, Kentucky to King Coal Highway southeast of Matewan, West Virginia is proposed. The project study area encompasses a southwest to northeast band running across central Pike County, continuing across the Kentucky/West Virginia state line at Tug Fork River, and finally extending five miles into southwestern Mingo County. In addition to a No-Build Alternative, two northerly and two southerly alignment alternatives and four alignments for connectors linking the northern and southern alternates are considered in the draft EIS. This condensed final EIS provides only information pertinent to the preferred alternative. The highway would have a design speed of 70 miles per hour (mph) within Kentucky and 6 mph within West Virginia, limit the minimum curve radius to 1,910 feet in Kentucky and 1,295 feet in West Virginia, limit the maximum grade to five percent in Kentucky and six percent in West Virginia, ensure a minimum stopping sight distance of 615 feet in Kentucky and 750 feet in West Virginia, feature a 60-foot-wide depressed median in Kentucky and a maximum 40-foot-wide median in West Virginia, and provide for 12-foot-wide shoulders. Access would be provided via four interchanges, though two at-grade intersections per mile would be allowed in West Virginia. Coal uncovered during construction would be removed and sold. POSITIVE IMPACTS: The proposed extension of I-66 would not only facilitate through traffic between the study corridor termini, but would also serve several communities in Pike and Mingo counties that have historically been poorly isolated from major transportation routes. The new facility would enhance access to jobs, markets, and services, reduce regional accident potentials, and reduce travel times at all levels of travel. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements would displace 2,000 to 2,260 acres for the mainline segments and 167 to 172 acres for the connector segments. Most of the displaced land would be forest, though some farmland would be lost as well. The project would also displace 84 to 190 residences and one to 11 businesses and could displace one or two cemeteries and one church. From three to 11 wetland areas, involving 0.65 to 5.92 acres, could be affected, and the project would traverse floodplain land. Hazardous waste sites could be encountered during construction. Construction activities could fracture underlying sandstone, resulting in degradation of groundwater quality and water quality in associated wells. Excavation could result in acid drainage. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), National Highway System Designation Act of 1995, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0206D, Volume 26, Number 2. JF - EPA number: 030175, 478 pages and maps, April 16, 2003 PY - 2003 VL - 62 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-01-01-F KW - Acids KW - Cemeteries KW - Coal KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Mining KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Water Quality KW - Wetlands KW - Kentucky KW - West Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - National Highway System Designation Act of 1995, 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/36347534?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&rft.title=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&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 - Final. Preparation date: April 16, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. [Part 14 of 79] T2 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. AN - 36347487; 10054-030175_0014 AB - PURPOSE: The construction of 33 miles of four-lane, divided, controlled-access, highway within the Interstate 66 (I-66) corridor from US 23/119 south of Pikeville, Kentucky to King Coal Highway southeast of Matewan, West Virginia is proposed. The project study area encompasses a southwest to northeast band running across central Pike County, continuing across the Kentucky/West Virginia state line at Tug Fork River, and finally extending five miles into southwestern Mingo County. In addition to a No-Build Alternative, two northerly and two southerly alignment alternatives and four alignments for connectors linking the northern and southern alternates are considered in the draft EIS. This condensed final EIS provides only information pertinent to the preferred alternative. The highway would have a design speed of 70 miles per hour (mph) within Kentucky and 6 mph within West Virginia, limit the minimum curve radius to 1,910 feet in Kentucky and 1,295 feet in West Virginia, limit the maximum grade to five percent in Kentucky and six percent in West Virginia, ensure a minimum stopping sight distance of 615 feet in Kentucky and 750 feet in West Virginia, feature a 60-foot-wide depressed median in Kentucky and a maximum 40-foot-wide median in West Virginia, and provide for 12-foot-wide shoulders. Access would be provided via four interchanges, though two at-grade intersections per mile would be allowed in West Virginia. Coal uncovered during construction would be removed and sold. POSITIVE IMPACTS: The proposed extension of I-66 would not only facilitate through traffic between the study corridor termini, but would also serve several communities in Pike and Mingo counties that have historically been poorly isolated from major transportation routes. The new facility would enhance access to jobs, markets, and services, reduce regional accident potentials, and reduce travel times at all levels of travel. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements would displace 2,000 to 2,260 acres for the mainline segments and 167 to 172 acres for the connector segments. Most of the displaced land would be forest, though some farmland would be lost as well. The project would also displace 84 to 190 residences and one to 11 businesses and could displace one or two cemeteries and one church. From three to 11 wetland areas, involving 0.65 to 5.92 acres, could be affected, and the project would traverse floodplain land. Hazardous waste sites could be encountered during construction. Construction activities could fracture underlying sandstone, resulting in degradation of groundwater quality and water quality in associated wells. Excavation could result in acid drainage. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), National Highway System Designation Act of 1995, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0206D, Volume 26, Number 2. JF - EPA number: 030175, 478 pages and maps, April 16, 2003 PY - 2003 VL - 14 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-01-01-F KW - Acids KW - Cemeteries KW - Coal KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Mining KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Water Quality KW - Wetlands KW - Kentucky KW - West Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - National Highway System Designation Act of 1995, 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/36347487?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&rft.title=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&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 - Final. Preparation date: April 16, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. [Part 32 of 79] T2 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. AN - 36347430; 10054-030175_0032 AB - PURPOSE: The construction of 33 miles of four-lane, divided, controlled-access, highway within the Interstate 66 (I-66) corridor from US 23/119 south of Pikeville, Kentucky to King Coal Highway southeast of Matewan, West Virginia is proposed. The project study area encompasses a southwest to northeast band running across central Pike County, continuing across the Kentucky/West Virginia state line at Tug Fork River, and finally extending five miles into southwestern Mingo County. In addition to a No-Build Alternative, two northerly and two southerly alignment alternatives and four alignments for connectors linking the northern and southern alternates are considered in the draft EIS. This condensed final EIS provides only information pertinent to the preferred alternative. The highway would have a design speed of 70 miles per hour (mph) within Kentucky and 6 mph within West Virginia, limit the minimum curve radius to 1,910 feet in Kentucky and 1,295 feet in West Virginia, limit the maximum grade to five percent in Kentucky and six percent in West Virginia, ensure a minimum stopping sight distance of 615 feet in Kentucky and 750 feet in West Virginia, feature a 60-foot-wide depressed median in Kentucky and a maximum 40-foot-wide median in West Virginia, and provide for 12-foot-wide shoulders. Access would be provided via four interchanges, though two at-grade intersections per mile would be allowed in West Virginia. Coal uncovered during construction would be removed and sold. POSITIVE IMPACTS: The proposed extension of I-66 would not only facilitate through traffic between the study corridor termini, but would also serve several communities in Pike and Mingo counties that have historically been poorly isolated from major transportation routes. The new facility would enhance access to jobs, markets, and services, reduce regional accident potentials, and reduce travel times at all levels of travel. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements would displace 2,000 to 2,260 acres for the mainline segments and 167 to 172 acres for the connector segments. Most of the displaced land would be forest, though some farmland would be lost as well. The project would also displace 84 to 190 residences and one to 11 businesses and could displace one or two cemeteries and one church. From three to 11 wetland areas, involving 0.65 to 5.92 acres, could be affected, and the project would traverse floodplain land. Hazardous waste sites could be encountered during construction. Construction activities could fracture underlying sandstone, resulting in degradation of groundwater quality and water quality in associated wells. Excavation could result in acid drainage. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), National Highway System Designation Act of 1995, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0206D, Volume 26, Number 2. JF - EPA number: 030175, 478 pages and maps, April 16, 2003 PY - 2003 VL - 32 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-01-01-F KW - Acids KW - Cemeteries KW - Coal KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Mining KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Water Quality KW - Wetlands KW - Kentucky KW - West Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - National Highway System Designation Act of 1995, 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/36347430?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&rft.title=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&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 - Final. Preparation date: April 16, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - U.S. ROUTE 219, SPRINGVILLE TO SALAMANCA, ERIE AND CATTARAUGUS COUNTIES, N.Y (P.I.N. 5101.53). [Part 2 of 8] T2 - U.S. ROUTE 219, SPRINGVILLE TO SALAMANCA, ERIE AND CATTARAUGUS COUNTIES, N.Y (P.I.N. 5101.53). AN - 36347252; 10055-030176_0002 AB - PURPOSE: Improvement of a 28 mile segment of U.S. Route 219 (U.S. 219) between Springville and Salamanca, New York is proposed. The existing highway is a two-lane rural arterial. The project would begin at the southern end of the existing four-lane divided U.S. Expressway at NY Route 39 in Springville and continue south along U.S. 219 through predominantly rural areas of Erie and Cattaraugus counties to State Route (S.R.) 17, Southern Tier Expressway in Salamanca. The project would traverse the towns of Concord, Ashford, Ellicottville, and Great Valley as well as the villages of Springville and Ellitottville, the City of Salamanca, and the Seneca Nations Lands at Allegany. Three alternatives, including the No Action Alternative, upgrading the existing freeway, and construction of a new freeway on a new alignment, are under consideration. The upgrade alternative would involve development of a four-lane rural arterial. In most areas, the existing roadway would be widened to include four 3.6-meter travel lanes, with a 1.2-meter flush median and 2.4-meter shoulders. Turning lanes would be included at major intersections, and a continuous two-way left-turn lane would be provided through Springville. Alignment improvements are included in areas with no major right-of-way constraints. An at-grade railroad crossing would be eliminated near the Hamlet of Great Valley. Most of the existing bridges along the route would be reconstructed. An at-grade intersection could be provided at State Route 417, though a flyover would also be considered. Bypasses would be provided for Ellicottville and Salamanca and could be provided for Ashford Hollow. The facility would allow unrestricted passing. The new freeway alternative, which has been selected as the preferred alternative, would feature two 3.6-meter travel lanes in each direction, three-meter right shoulders, 1.8-meter left shoulders, and variable width medians (11 meters to 80 meters) except in areas where right-of-way widths do not allow medians; in restricted width areas, barriers are proposed. Bridges would be provided at Cattaraugus Creek, Beaver Meadows Road, S.R. 242, Somerville Valley, and the intersection of the facility with S.R. 417, Great Valley Creek, two railway tracks, and the Allegheny River. Existing U.S. 219 would be retained. Estimated costs of the upgrade and new freeway alternatives are $297.3 million and $612.6 million, respectively. POSITIVE IMPACTS: Allowance of unrestricted passing in areas currently limited to restricted passing would improve traffic flow under the Upgrade Alternative, and roadway capacity would be doubled. The Freeway Alternative would provide, by far, the most superior travel times for highway users in the corridor. NEGATIVE IMPACTS: The Upgrade Alternative would impact 13 of 24 major farm operations in the corridor, displacing 77.5 hectares of farmland, while the Freeway Alternative would impact 19 of 24 farm operations, displacing 168.5 hectares of farmland. Acquisition of a total of 168 hectares of rights-of-way would result in displacement of 35 residential units and three commercial buildings occupied by two businesses under the upgrade alternative. Acquisition of a total of 855 hectares of right-of-way would result in displacement of 63 residential units and one business under the freeway alternative. Noise impacts would affect 491 properties under the No Action Alternative, 497 under the upgrade alternative, and 573 under the freeway alternative. The upgrade or freeway alternative, respectively, would require acquisition of 15 or 12 sites eligible for inclusion in the National Register of Historic Places. The facility would traverse Seneca Nation tribal lands. 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.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 98-0240D, Volume 22, Number 3. JF - EPA number: 030176, FEIS--971 pages and maps, Appendices A&B--186 pages (oversize), Appendices C-I--821 pages and maps, Appendix G--97 pages (oversize), Appendices J-K--782 pages and maps, Appendices M-Q--879 pages, Appendices R-T--976; Appendix U--439 pages and maps, April 16, 2003 PY - 2003 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-98-02-F KW - Air Quality Assessments KW - Bridges KW - Cost Assessments KW - Easements KW - Economic Assessments KW - Energy Consumption Assessments KW - Farmlands KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Hydraulic Assessments KW - Indian Reservations KW - Noise Assessments KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Traffic Analyses KW - Visual Resources Surveys KW - Water Quality Assessments KW - Wetlands KW - Water Quality KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36347252?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=U.S.+ROUTE+219%2C+SPRINGVILLE+TO+SALAMANCA%2C+ERIE+AND+CATTARAUGUS+COUNTIES%2C+N.Y+%28P.I.N.+5101.53%29.&rft.title=U.S.+ROUTE+219%2C+SPRINGVILLE+TO+SALAMANCA%2C+ERIE+AND+CATTARAUGUS+COUNTIES%2C+N.Y+%28P.I.N.+5101.53%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 - 2006-05-01 N1 - SuppNotes - Final. Preparation date: April 16, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. [Part 79 of 79] T2 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. AN - 36347178; 10054-030175_0079 AB - PURPOSE: The construction of 33 miles of four-lane, divided, controlled-access, highway within the Interstate 66 (I-66) corridor from US 23/119 south of Pikeville, Kentucky to King Coal Highway southeast of Matewan, West Virginia is proposed. The project study area encompasses a southwest to northeast band running across central Pike County, continuing across the Kentucky/West Virginia state line at Tug Fork River, and finally extending five miles into southwestern Mingo County. In addition to a No-Build Alternative, two northerly and two southerly alignment alternatives and four alignments for connectors linking the northern and southern alternates are considered in the draft EIS. This condensed final EIS provides only information pertinent to the preferred alternative. The highway would have a design speed of 70 miles per hour (mph) within Kentucky and 6 mph within West Virginia, limit the minimum curve radius to 1,910 feet in Kentucky and 1,295 feet in West Virginia, limit the maximum grade to five percent in Kentucky and six percent in West Virginia, ensure a minimum stopping sight distance of 615 feet in Kentucky and 750 feet in West Virginia, feature a 60-foot-wide depressed median in Kentucky and a maximum 40-foot-wide median in West Virginia, and provide for 12-foot-wide shoulders. Access would be provided via four interchanges, though two at-grade intersections per mile would be allowed in West Virginia. Coal uncovered during construction would be removed and sold. POSITIVE IMPACTS: The proposed extension of I-66 would not only facilitate through traffic between the study corridor termini, but would also serve several communities in Pike and Mingo counties that have historically been poorly isolated from major transportation routes. The new facility would enhance access to jobs, markets, and services, reduce regional accident potentials, and reduce travel times at all levels of travel. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements would displace 2,000 to 2,260 acres for the mainline segments and 167 to 172 acres for the connector segments. Most of the displaced land would be forest, though some farmland would be lost as well. The project would also displace 84 to 190 residences and one to 11 businesses and could displace one or two cemeteries and one church. From three to 11 wetland areas, involving 0.65 to 5.92 acres, could be affected, and the project would traverse floodplain land. Hazardous waste sites could be encountered during construction. Construction activities could fracture underlying sandstone, resulting in degradation of groundwater quality and water quality in associated wells. Excavation could result in acid drainage. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), National Highway System Designation Act of 1995, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0206D, Volume 26, Number 2. JF - EPA number: 030175, 478 pages and maps, April 16, 2003 PY - 2003 VL - 79 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-01-01-F KW - Acids KW - Cemeteries KW - Coal KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Mining KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Water Quality KW - Wetlands KW - Kentucky KW - West Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - National Highway System Designation Act of 1995, 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/36347178?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&rft.title=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&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 - Final. Preparation date: April 16, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. [Part 58 of 79] T2 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. AN - 36346924; 10054-030175_0058 AB - PURPOSE: The construction of 33 miles of four-lane, divided, controlled-access, highway within the Interstate 66 (I-66) corridor from US 23/119 south of Pikeville, Kentucky to King Coal Highway southeast of Matewan, West Virginia is proposed. The project study area encompasses a southwest to northeast band running across central Pike County, continuing across the Kentucky/West Virginia state line at Tug Fork River, and finally extending five miles into southwestern Mingo County. In addition to a No-Build Alternative, two northerly and two southerly alignment alternatives and four alignments for connectors linking the northern and southern alternates are considered in the draft EIS. This condensed final EIS provides only information pertinent to the preferred alternative. The highway would have a design speed of 70 miles per hour (mph) within Kentucky and 6 mph within West Virginia, limit the minimum curve radius to 1,910 feet in Kentucky and 1,295 feet in West Virginia, limit the maximum grade to five percent in Kentucky and six percent in West Virginia, ensure a minimum stopping sight distance of 615 feet in Kentucky and 750 feet in West Virginia, feature a 60-foot-wide depressed median in Kentucky and a maximum 40-foot-wide median in West Virginia, and provide for 12-foot-wide shoulders. Access would be provided via four interchanges, though two at-grade intersections per mile would be allowed in West Virginia. Coal uncovered during construction would be removed and sold. POSITIVE IMPACTS: The proposed extension of I-66 would not only facilitate through traffic between the study corridor termini, but would also serve several communities in Pike and Mingo counties that have historically been poorly isolated from major transportation routes. The new facility would enhance access to jobs, markets, and services, reduce regional accident potentials, and reduce travel times at all levels of travel. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements would displace 2,000 to 2,260 acres for the mainline segments and 167 to 172 acres for the connector segments. Most of the displaced land would be forest, though some farmland would be lost as well. The project would also displace 84 to 190 residences and one to 11 businesses and could displace one or two cemeteries and one church. From three to 11 wetland areas, involving 0.65 to 5.92 acres, could be affected, and the project would traverse floodplain land. Hazardous waste sites could be encountered during construction. Construction activities could fracture underlying sandstone, resulting in degradation of groundwater quality and water quality in associated wells. Excavation could result in acid drainage. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), National Highway System Designation Act of 1995, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0206D, Volume 26, Number 2. JF - EPA number: 030175, 478 pages and maps, April 16, 2003 PY - 2003 VL - 58 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-01-01-F KW - Acids KW - Cemeteries KW - Coal KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Mining KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Water Quality KW - Wetlands KW - Kentucky KW - West Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - National Highway System Designation Act of 1995, 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/36346924?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&rft.title=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&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 - Final. Preparation date: April 16, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. [Part 76 of 79] T2 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. AN - 36346863; 10054-030175_0076 AB - PURPOSE: The construction of 33 miles of four-lane, divided, controlled-access, highway within the Interstate 66 (I-66) corridor from US 23/119 south of Pikeville, Kentucky to King Coal Highway southeast of Matewan, West Virginia is proposed. The project study area encompasses a southwest to northeast band running across central Pike County, continuing across the Kentucky/West Virginia state line at Tug Fork River, and finally extending five miles into southwestern Mingo County. In addition to a No-Build Alternative, two northerly and two southerly alignment alternatives and four alignments for connectors linking the northern and southern alternates are considered in the draft EIS. This condensed final EIS provides only information pertinent to the preferred alternative. The highway would have a design speed of 70 miles per hour (mph) within Kentucky and 6 mph within West Virginia, limit the minimum curve radius to 1,910 feet in Kentucky and 1,295 feet in West Virginia, limit the maximum grade to five percent in Kentucky and six percent in West Virginia, ensure a minimum stopping sight distance of 615 feet in Kentucky and 750 feet in West Virginia, feature a 60-foot-wide depressed median in Kentucky and a maximum 40-foot-wide median in West Virginia, and provide for 12-foot-wide shoulders. Access would be provided via four interchanges, though two at-grade intersections per mile would be allowed in West Virginia. Coal uncovered during construction would be removed and sold. POSITIVE IMPACTS: The proposed extension of I-66 would not only facilitate through traffic between the study corridor termini, but would also serve several communities in Pike and Mingo counties that have historically been poorly isolated from major transportation routes. The new facility would enhance access to jobs, markets, and services, reduce regional accident potentials, and reduce travel times at all levels of travel. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements would displace 2,000 to 2,260 acres for the mainline segments and 167 to 172 acres for the connector segments. Most of the displaced land would be forest, though some farmland would be lost as well. The project would also displace 84 to 190 residences and one to 11 businesses and could displace one or two cemeteries and one church. From three to 11 wetland areas, involving 0.65 to 5.92 acres, could be affected, and the project would traverse floodplain land. Hazardous waste sites could be encountered during construction. Construction activities could fracture underlying sandstone, resulting in degradation of groundwater quality and water quality in associated wells. Excavation could result in acid drainage. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), National Highway System Designation Act of 1995, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0206D, Volume 26, Number 2. JF - EPA number: 030175, 478 pages and maps, April 16, 2003 PY - 2003 VL - 76 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-01-01-F KW - Acids KW - Cemeteries KW - Coal KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Mining KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Water Quality KW - Wetlands KW - Kentucky KW - West Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - National Highway System Designation Act of 1995, 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/36346863?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&rft.title=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&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 - Final. Preparation date: April 16, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. [Part 73 of 79] T2 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. AN - 36346823; 10054-030175_0073 AB - PURPOSE: The construction of 33 miles of four-lane, divided, controlled-access, highway within the Interstate 66 (I-66) corridor from US 23/119 south of Pikeville, Kentucky to King Coal Highway southeast of Matewan, West Virginia is proposed. The project study area encompasses a southwest to northeast band running across central Pike County, continuing across the Kentucky/West Virginia state line at Tug Fork River, and finally extending five miles into southwestern Mingo County. In addition to a No-Build Alternative, two northerly and two southerly alignment alternatives and four alignments for connectors linking the northern and southern alternates are considered in the draft EIS. This condensed final EIS provides only information pertinent to the preferred alternative. The highway would have a design speed of 70 miles per hour (mph) within Kentucky and 6 mph within West Virginia, limit the minimum curve radius to 1,910 feet in Kentucky and 1,295 feet in West Virginia, limit the maximum grade to five percent in Kentucky and six percent in West Virginia, ensure a minimum stopping sight distance of 615 feet in Kentucky and 750 feet in West Virginia, feature a 60-foot-wide depressed median in Kentucky and a maximum 40-foot-wide median in West Virginia, and provide for 12-foot-wide shoulders. Access would be provided via four interchanges, though two at-grade intersections per mile would be allowed in West Virginia. Coal uncovered during construction would be removed and sold. POSITIVE IMPACTS: The proposed extension of I-66 would not only facilitate through traffic between the study corridor termini, but would also serve several communities in Pike and Mingo counties that have historically been poorly isolated from major transportation routes. The new facility would enhance access to jobs, markets, and services, reduce regional accident potentials, and reduce travel times at all levels of travel. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements would displace 2,000 to 2,260 acres for the mainline segments and 167 to 172 acres for the connector segments. Most of the displaced land would be forest, though some farmland would be lost as well. The project would also displace 84 to 190 residences and one to 11 businesses and could displace one or two cemeteries and one church. From three to 11 wetland areas, involving 0.65 to 5.92 acres, could be affected, and the project would traverse floodplain land. Hazardous waste sites could be encountered during construction. Construction activities could fracture underlying sandstone, resulting in degradation of groundwater quality and water quality in associated wells. Excavation could result in acid drainage. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), National Highway System Designation Act of 1995, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0206D, Volume 26, Number 2. JF - EPA number: 030175, 478 pages and maps, April 16, 2003 PY - 2003 VL - 73 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-01-01-F KW - Acids KW - Cemeteries KW - Coal KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Mining KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Water Quality KW - Wetlands KW - Kentucky KW - West Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - National Highway System Designation Act of 1995, 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/36346823?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&rft.title=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&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 - Final. Preparation date: April 16, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. [Part 77 of 79] T2 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. AN - 36346699; 10054-030175_0077 AB - PURPOSE: The construction of 33 miles of four-lane, divided, controlled-access, highway within the Interstate 66 (I-66) corridor from US 23/119 south of Pikeville, Kentucky to King Coal Highway southeast of Matewan, West Virginia is proposed. The project study area encompasses a southwest to northeast band running across central Pike County, continuing across the Kentucky/West Virginia state line at Tug Fork River, and finally extending five miles into southwestern Mingo County. In addition to a No-Build Alternative, two northerly and two southerly alignment alternatives and four alignments for connectors linking the northern and southern alternates are considered in the draft EIS. This condensed final EIS provides only information pertinent to the preferred alternative. The highway would have a design speed of 70 miles per hour (mph) within Kentucky and 6 mph within West Virginia, limit the minimum curve radius to 1,910 feet in Kentucky and 1,295 feet in West Virginia, limit the maximum grade to five percent in Kentucky and six percent in West Virginia, ensure a minimum stopping sight distance of 615 feet in Kentucky and 750 feet in West Virginia, feature a 60-foot-wide depressed median in Kentucky and a maximum 40-foot-wide median in West Virginia, and provide for 12-foot-wide shoulders. Access would be provided via four interchanges, though two at-grade intersections per mile would be allowed in West Virginia. Coal uncovered during construction would be removed and sold. POSITIVE IMPACTS: The proposed extension of I-66 would not only facilitate through traffic between the study corridor termini, but would also serve several communities in Pike and Mingo counties that have historically been poorly isolated from major transportation routes. The new facility would enhance access to jobs, markets, and services, reduce regional accident potentials, and reduce travel times at all levels of travel. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements would displace 2,000 to 2,260 acres for the mainline segments and 167 to 172 acres for the connector segments. Most of the displaced land would be forest, though some farmland would be lost as well. The project would also displace 84 to 190 residences and one to 11 businesses and could displace one or two cemeteries and one church. From three to 11 wetland areas, involving 0.65 to 5.92 acres, could be affected, and the project would traverse floodplain land. Hazardous waste sites could be encountered during construction. Construction activities could fracture underlying sandstone, resulting in degradation of groundwater quality and water quality in associated wells. Excavation could result in acid drainage. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), National Highway System Designation Act of 1995, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0206D, Volume 26, Number 2. JF - EPA number: 030175, 478 pages and maps, April 16, 2003 PY - 2003 VL - 77 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-01-01-F KW - Acids KW - Cemeteries KW - Coal KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Mining KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Water Quality KW - Wetlands KW - Kentucky KW - West Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - National Highway System Designation Act of 1995, 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/36346699?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&rft.title=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&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 - Final. Preparation date: April 16, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - U.S. ROUTE 219, SPRINGVILLE TO SALAMANCA, ERIE AND CATTARAUGUS COUNTIES, N.Y (P.I.N. 5101.53). [Part 7 of 8] T2 - U.S. ROUTE 219, SPRINGVILLE TO SALAMANCA, ERIE AND CATTARAUGUS COUNTIES, N.Y (P.I.N. 5101.53). AN - 36346617; 10055-030176_0007 AB - PURPOSE: Improvement of a 28 mile segment of U.S. Route 219 (U.S. 219) between Springville and Salamanca, New York is proposed. The existing highway is a two-lane rural arterial. The project would begin at the southern end of the existing four-lane divided U.S. Expressway at NY Route 39 in Springville and continue south along U.S. 219 through predominantly rural areas of Erie and Cattaraugus counties to State Route (S.R.) 17, Southern Tier Expressway in Salamanca. The project would traverse the towns of Concord, Ashford, Ellicottville, and Great Valley as well as the villages of Springville and Ellitottville, the City of Salamanca, and the Seneca Nations Lands at Allegany. Three alternatives, including the No Action Alternative, upgrading the existing freeway, and construction of a new freeway on a new alignment, are under consideration. The upgrade alternative would involve development of a four-lane rural arterial. In most areas, the existing roadway would be widened to include four 3.6-meter travel lanes, with a 1.2-meter flush median and 2.4-meter shoulders. Turning lanes would be included at major intersections, and a continuous two-way left-turn lane would be provided through Springville. Alignment improvements are included in areas with no major right-of-way constraints. An at-grade railroad crossing would be eliminated near the Hamlet of Great Valley. Most of the existing bridges along the route would be reconstructed. An at-grade intersection could be provided at State Route 417, though a flyover would also be considered. Bypasses would be provided for Ellicottville and Salamanca and could be provided for Ashford Hollow. The facility would allow unrestricted passing. The new freeway alternative, which has been selected as the preferred alternative, would feature two 3.6-meter travel lanes in each direction, three-meter right shoulders, 1.8-meter left shoulders, and variable width medians (11 meters to 80 meters) except in areas where right-of-way widths do not allow medians; in restricted width areas, barriers are proposed. Bridges would be provided at Cattaraugus Creek, Beaver Meadows Road, S.R. 242, Somerville Valley, and the intersection of the facility with S.R. 417, Great Valley Creek, two railway tracks, and the Allegheny River. Existing U.S. 219 would be retained. Estimated costs of the upgrade and new freeway alternatives are $297.3 million and $612.6 million, respectively. POSITIVE IMPACTS: Allowance of unrestricted passing in areas currently limited to restricted passing would improve traffic flow under the Upgrade Alternative, and roadway capacity would be doubled. The Freeway Alternative would provide, by far, the most superior travel times for highway users in the corridor. NEGATIVE IMPACTS: The Upgrade Alternative would impact 13 of 24 major farm operations in the corridor, displacing 77.5 hectares of farmland, while the Freeway Alternative would impact 19 of 24 farm operations, displacing 168.5 hectares of farmland. Acquisition of a total of 168 hectares of rights-of-way would result in displacement of 35 residential units and three commercial buildings occupied by two businesses under the upgrade alternative. Acquisition of a total of 855 hectares of right-of-way would result in displacement of 63 residential units and one business under the freeway alternative. Noise impacts would affect 491 properties under the No Action Alternative, 497 under the upgrade alternative, and 573 under the freeway alternative. The upgrade or freeway alternative, respectively, would require acquisition of 15 or 12 sites eligible for inclusion in the National Register of Historic Places. The facility would traverse Seneca Nation tribal lands. 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.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 98-0240D, Volume 22, Number 3. JF - EPA number: 030176, FEIS--971 pages and maps, Appendices A&B--186 pages (oversize), Appendices C-I--821 pages and maps, Appendix G--97 pages (oversize), Appendices J-K--782 pages and maps, Appendices M-Q--879 pages, Appendices R-T--976; Appendix U--439 pages and maps, April 16, 2003 PY - 2003 VL - 7 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-98-02-F KW - Air Quality Assessments KW - Bridges KW - Cost Assessments KW - Easements KW - Economic Assessments KW - Energy Consumption Assessments KW - Farmlands KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Hydraulic Assessments KW - Indian Reservations KW - Noise Assessments KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Traffic Analyses KW - Visual Resources Surveys KW - Water Quality Assessments KW - Wetlands KW - Water Quality KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36346617?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=U.S.+ROUTE+219%2C+SPRINGVILLE+TO+SALAMANCA%2C+ERIE+AND+CATTARAUGUS+COUNTIES%2C+N.Y+%28P.I.N.+5101.53%29.&rft.title=U.S.+ROUTE+219%2C+SPRINGVILLE+TO+SALAMANCA%2C+ERIE+AND+CATTARAUGUS+COUNTIES%2C+N.Y+%28P.I.N.+5101.53%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 - 2006-05-01 N1 - SuppNotes - Final. Preparation date: April 16, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. [Part 48 of 79] T2 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. AN - 36346576; 10054-030175_0048 AB - PURPOSE: The construction of 33 miles of four-lane, divided, controlled-access, highway within the Interstate 66 (I-66) corridor from US 23/119 south of Pikeville, Kentucky to King Coal Highway southeast of Matewan, West Virginia is proposed. The project study area encompasses a southwest to northeast band running across central Pike County, continuing across the Kentucky/West Virginia state line at Tug Fork River, and finally extending five miles into southwestern Mingo County. In addition to a No-Build Alternative, two northerly and two southerly alignment alternatives and four alignments for connectors linking the northern and southern alternates are considered in the draft EIS. This condensed final EIS provides only information pertinent to the preferred alternative. The highway would have a design speed of 70 miles per hour (mph) within Kentucky and 6 mph within West Virginia, limit the minimum curve radius to 1,910 feet in Kentucky and 1,295 feet in West Virginia, limit the maximum grade to five percent in Kentucky and six percent in West Virginia, ensure a minimum stopping sight distance of 615 feet in Kentucky and 750 feet in West Virginia, feature a 60-foot-wide depressed median in Kentucky and a maximum 40-foot-wide median in West Virginia, and provide for 12-foot-wide shoulders. Access would be provided via four interchanges, though two at-grade intersections per mile would be allowed in West Virginia. Coal uncovered during construction would be removed and sold. POSITIVE IMPACTS: The proposed extension of I-66 would not only facilitate through traffic between the study corridor termini, but would also serve several communities in Pike and Mingo counties that have historically been poorly isolated from major transportation routes. The new facility would enhance access to jobs, markets, and services, reduce regional accident potentials, and reduce travel times at all levels of travel. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements would displace 2,000 to 2,260 acres for the mainline segments and 167 to 172 acres for the connector segments. Most of the displaced land would be forest, though some farmland would be lost as well. The project would also displace 84 to 190 residences and one to 11 businesses and could displace one or two cemeteries and one church. From three to 11 wetland areas, involving 0.65 to 5.92 acres, could be affected, and the project would traverse floodplain land. Hazardous waste sites could be encountered during construction. Construction activities could fracture underlying sandstone, resulting in degradation of groundwater quality and water quality in associated wells. Excavation could result in acid drainage. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), National Highway System Designation Act of 1995, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0206D, Volume 26, Number 2. JF - EPA number: 030175, 478 pages and maps, April 16, 2003 PY - 2003 VL - 48 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-01-01-F KW - Acids KW - Cemeteries KW - Coal KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Mining KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Water Quality KW - Wetlands KW - Kentucky KW - West Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - National Highway System Designation Act of 1995, 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/36346576?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&rft.title=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&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 - Final. Preparation date: April 16, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - U.S. ROUTE 219, SPRINGVILLE TO SALAMANCA, ERIE AND CATTARAUGUS COUNTIES, N.Y (P.I.N. 5101.53). [Part 8 of 8] T2 - U.S. ROUTE 219, SPRINGVILLE TO SALAMANCA, ERIE AND CATTARAUGUS COUNTIES, N.Y (P.I.N. 5101.53). AN - 36346492; 10055-030176_0008 AB - PURPOSE: Improvement of a 28 mile segment of U.S. Route 219 (U.S. 219) between Springville and Salamanca, New York is proposed. The existing highway is a two-lane rural arterial. The project would begin at the southern end of the existing four-lane divided U.S. Expressway at NY Route 39 in Springville and continue south along U.S. 219 through predominantly rural areas of Erie and Cattaraugus counties to State Route (S.R.) 17, Southern Tier Expressway in Salamanca. The project would traverse the towns of Concord, Ashford, Ellicottville, and Great Valley as well as the villages of Springville and Ellitottville, the City of Salamanca, and the Seneca Nations Lands at Allegany. Three alternatives, including the No Action Alternative, upgrading the existing freeway, and construction of a new freeway on a new alignment, are under consideration. The upgrade alternative would involve development of a four-lane rural arterial. In most areas, the existing roadway would be widened to include four 3.6-meter travel lanes, with a 1.2-meter flush median and 2.4-meter shoulders. Turning lanes would be included at major intersections, and a continuous two-way left-turn lane would be provided through Springville. Alignment improvements are included in areas with no major right-of-way constraints. An at-grade railroad crossing would be eliminated near the Hamlet of Great Valley. Most of the existing bridges along the route would be reconstructed. An at-grade intersection could be provided at State Route 417, though a flyover would also be considered. Bypasses would be provided for Ellicottville and Salamanca and could be provided for Ashford Hollow. The facility would allow unrestricted passing. The new freeway alternative, which has been selected as the preferred alternative, would feature two 3.6-meter travel lanes in each direction, three-meter right shoulders, 1.8-meter left shoulders, and variable width medians (11 meters to 80 meters) except in areas where right-of-way widths do not allow medians; in restricted width areas, barriers are proposed. Bridges would be provided at Cattaraugus Creek, Beaver Meadows Road, S.R. 242, Somerville Valley, and the intersection of the facility with S.R. 417, Great Valley Creek, two railway tracks, and the Allegheny River. Existing U.S. 219 would be retained. Estimated costs of the upgrade and new freeway alternatives are $297.3 million and $612.6 million, respectively. POSITIVE IMPACTS: Allowance of unrestricted passing in areas currently limited to restricted passing would improve traffic flow under the Upgrade Alternative, and roadway capacity would be doubled. The Freeway Alternative would provide, by far, the most superior travel times for highway users in the corridor. NEGATIVE IMPACTS: The Upgrade Alternative would impact 13 of 24 major farm operations in the corridor, displacing 77.5 hectares of farmland, while the Freeway Alternative would impact 19 of 24 farm operations, displacing 168.5 hectares of farmland. Acquisition of a total of 168 hectares of rights-of-way would result in displacement of 35 residential units and three commercial buildings occupied by two businesses under the upgrade alternative. Acquisition of a total of 855 hectares of right-of-way would result in displacement of 63 residential units and one business under the freeway alternative. Noise impacts would affect 491 properties under the No Action Alternative, 497 under the upgrade alternative, and 573 under the freeway alternative. The upgrade or freeway alternative, respectively, would require acquisition of 15 or 12 sites eligible for inclusion in the National Register of Historic Places. The facility would traverse Seneca Nation tribal lands. 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.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 98-0240D, Volume 22, Number 3. JF - EPA number: 030176, FEIS--971 pages and maps, Appendices A&B--186 pages (oversize), Appendices C-I--821 pages and maps, Appendix G--97 pages (oversize), Appendices J-K--782 pages and maps, Appendices M-Q--879 pages, Appendices R-T--976; Appendix U--439 pages and maps, April 16, 2003 PY - 2003 VL - 8 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-98-02-F KW - Air Quality Assessments KW - Bridges KW - Cost Assessments KW - Easements KW - Economic Assessments KW - Energy Consumption Assessments KW - Farmlands KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Hydraulic Assessments KW - Indian Reservations KW - Noise Assessments KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Traffic Analyses KW - Visual Resources Surveys KW - Water Quality Assessments KW - Wetlands KW - Water Quality KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36346492?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=U.S.+ROUTE+219%2C+SPRINGVILLE+TO+SALAMANCA%2C+ERIE+AND+CATTARAUGUS+COUNTIES%2C+N.Y+%28P.I.N.+5101.53%29.&rft.title=U.S.+ROUTE+219%2C+SPRINGVILLE+TO+SALAMANCA%2C+ERIE+AND+CATTARAUGUS+COUNTIES%2C+N.Y+%28P.I.N.+5101.53%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 - 2006-05-01 N1 - SuppNotes - Final. Preparation date: April 16, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. [Part 70 of 79] T2 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. AN - 36346343; 10054-030175_0070 AB - PURPOSE: The construction of 33 miles of four-lane, divided, controlled-access, highway within the Interstate 66 (I-66) corridor from US 23/119 south of Pikeville, Kentucky to King Coal Highway southeast of Matewan, West Virginia is proposed. The project study area encompasses a southwest to northeast band running across central Pike County, continuing across the Kentucky/West Virginia state line at Tug Fork River, and finally extending five miles into southwestern Mingo County. In addition to a No-Build Alternative, two northerly and two southerly alignment alternatives and four alignments for connectors linking the northern and southern alternates are considered in the draft EIS. This condensed final EIS provides only information pertinent to the preferred alternative. The highway would have a design speed of 70 miles per hour (mph) within Kentucky and 6 mph within West Virginia, limit the minimum curve radius to 1,910 feet in Kentucky and 1,295 feet in West Virginia, limit the maximum grade to five percent in Kentucky and six percent in West Virginia, ensure a minimum stopping sight distance of 615 feet in Kentucky and 750 feet in West Virginia, feature a 60-foot-wide depressed median in Kentucky and a maximum 40-foot-wide median in West Virginia, and provide for 12-foot-wide shoulders. Access would be provided via four interchanges, though two at-grade intersections per mile would be allowed in West Virginia. Coal uncovered during construction would be removed and sold. POSITIVE IMPACTS: The proposed extension of I-66 would not only facilitate through traffic between the study corridor termini, but would also serve several communities in Pike and Mingo counties that have historically been poorly isolated from major transportation routes. The new facility would enhance access to jobs, markets, and services, reduce regional accident potentials, and reduce travel times at all levels of travel. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements would displace 2,000 to 2,260 acres for the mainline segments and 167 to 172 acres for the connector segments. Most of the displaced land would be forest, though some farmland would be lost as well. The project would also displace 84 to 190 residences and one to 11 businesses and could displace one or two cemeteries and one church. From three to 11 wetland areas, involving 0.65 to 5.92 acres, could be affected, and the project would traverse floodplain land. Hazardous waste sites could be encountered during construction. Construction activities could fracture underlying sandstone, resulting in degradation of groundwater quality and water quality in associated wells. Excavation could result in acid drainage. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), National Highway System Designation Act of 1995, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0206D, Volume 26, Number 2. JF - EPA number: 030175, 478 pages and maps, April 16, 2003 PY - 2003 VL - 70 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-01-01-F KW - Acids KW - Cemeteries KW - Coal KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Mining KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Water Quality KW - Wetlands KW - Kentucky KW - West Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - National Highway System Designation Act of 1995, 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/36346343?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&rft.title=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&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 - Final. Preparation date: April 16, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. [Part 42 of 79] T2 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. AN - 36346229; 10054-030175_0042 AB - PURPOSE: The construction of 33 miles of four-lane, divided, controlled-access, highway within the Interstate 66 (I-66) corridor from US 23/119 south of Pikeville, Kentucky to King Coal Highway southeast of Matewan, West Virginia is proposed. The project study area encompasses a southwest to northeast band running across central Pike County, continuing across the Kentucky/West Virginia state line at Tug Fork River, and finally extending five miles into southwestern Mingo County. In addition to a No-Build Alternative, two northerly and two southerly alignment alternatives and four alignments for connectors linking the northern and southern alternates are considered in the draft EIS. This condensed final EIS provides only information pertinent to the preferred alternative. The highway would have a design speed of 70 miles per hour (mph) within Kentucky and 6 mph within West Virginia, limit the minimum curve radius to 1,910 feet in Kentucky and 1,295 feet in West Virginia, limit the maximum grade to five percent in Kentucky and six percent in West Virginia, ensure a minimum stopping sight distance of 615 feet in Kentucky and 750 feet in West Virginia, feature a 60-foot-wide depressed median in Kentucky and a maximum 40-foot-wide median in West Virginia, and provide for 12-foot-wide shoulders. Access would be provided via four interchanges, though two at-grade intersections per mile would be allowed in West Virginia. Coal uncovered during construction would be removed and sold. POSITIVE IMPACTS: The proposed extension of I-66 would not only facilitate through traffic between the study corridor termini, but would also serve several communities in Pike and Mingo counties that have historically been poorly isolated from major transportation routes. The new facility would enhance access to jobs, markets, and services, reduce regional accident potentials, and reduce travel times at all levels of travel. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements would displace 2,000 to 2,260 acres for the mainline segments and 167 to 172 acres for the connector segments. Most of the displaced land would be forest, though some farmland would be lost as well. The project would also displace 84 to 190 residences and one to 11 businesses and could displace one or two cemeteries and one church. From three to 11 wetland areas, involving 0.65 to 5.92 acres, could be affected, and the project would traverse floodplain land. Hazardous waste sites could be encountered during construction. Construction activities could fracture underlying sandstone, resulting in degradation of groundwater quality and water quality in associated wells. Excavation could result in acid drainage. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), National Highway System Designation Act of 1995, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0206D, Volume 26, Number 2. JF - EPA number: 030175, 478 pages and maps, April 16, 2003 PY - 2003 VL - 42 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-01-01-F KW - Acids KW - Cemeteries KW - Coal KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Mining KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Water Quality KW - Wetlands KW - Kentucky KW - West Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - National Highway System Designation Act of 1995, 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/36346229?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&rft.title=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&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 - Final. Preparation date: April 16, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. [Part 59 of 79] T2 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. AN - 36346121; 10054-030175_0059 AB - PURPOSE: The construction of 33 miles of four-lane, divided, controlled-access, highway within the Interstate 66 (I-66) corridor from US 23/119 south of Pikeville, Kentucky to King Coal Highway southeast of Matewan, West Virginia is proposed. The project study area encompasses a southwest to northeast band running across central Pike County, continuing across the Kentucky/West Virginia state line at Tug Fork River, and finally extending five miles into southwestern Mingo County. In addition to a No-Build Alternative, two northerly and two southerly alignment alternatives and four alignments for connectors linking the northern and southern alternates are considered in the draft EIS. This condensed final EIS provides only information pertinent to the preferred alternative. The highway would have a design speed of 70 miles per hour (mph) within Kentucky and 6 mph within West Virginia, limit the minimum curve radius to 1,910 feet in Kentucky and 1,295 feet in West Virginia, limit the maximum grade to five percent in Kentucky and six percent in West Virginia, ensure a minimum stopping sight distance of 615 feet in Kentucky and 750 feet in West Virginia, feature a 60-foot-wide depressed median in Kentucky and a maximum 40-foot-wide median in West Virginia, and provide for 12-foot-wide shoulders. Access would be provided via four interchanges, though two at-grade intersections per mile would be allowed in West Virginia. Coal uncovered during construction would be removed and sold. POSITIVE IMPACTS: The proposed extension of I-66 would not only facilitate through traffic between the study corridor termini, but would also serve several communities in Pike and Mingo counties that have historically been poorly isolated from major transportation routes. The new facility would enhance access to jobs, markets, and services, reduce regional accident potentials, and reduce travel times at all levels of travel. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements would displace 2,000 to 2,260 acres for the mainline segments and 167 to 172 acres for the connector segments. Most of the displaced land would be forest, though some farmland would be lost as well. The project would also displace 84 to 190 residences and one to 11 businesses and could displace one or two cemeteries and one church. From three to 11 wetland areas, involving 0.65 to 5.92 acres, could be affected, and the project would traverse floodplain land. Hazardous waste sites could be encountered during construction. Construction activities could fracture underlying sandstone, resulting in degradation of groundwater quality and water quality in associated wells. Excavation could result in acid drainage. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), National Highway System Designation Act of 1995, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0206D, Volume 26, Number 2. JF - EPA number: 030175, 478 pages and maps, April 16, 2003 PY - 2003 VL - 59 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-01-01-F KW - Acids KW - Cemeteries KW - Coal KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Mining KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Water Quality KW - Wetlands KW - Kentucky KW - West Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - National Highway System Designation Act of 1995, 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/36346121?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&rft.title=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&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 - Final. Preparation date: April 16, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. [Part 54 of 79] T2 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. AN - 36345911; 10054-030175_0054 AB - PURPOSE: The construction of 33 miles of four-lane, divided, controlled-access, highway within the Interstate 66 (I-66) corridor from US 23/119 south of Pikeville, Kentucky to King Coal Highway southeast of Matewan, West Virginia is proposed. The project study area encompasses a southwest to northeast band running across central Pike County, continuing across the Kentucky/West Virginia state line at Tug Fork River, and finally extending five miles into southwestern Mingo County. In addition to a No-Build Alternative, two northerly and two southerly alignment alternatives and four alignments for connectors linking the northern and southern alternates are considered in the draft EIS. This condensed final EIS provides only information pertinent to the preferred alternative. The highway would have a design speed of 70 miles per hour (mph) within Kentucky and 6 mph within West Virginia, limit the minimum curve radius to 1,910 feet in Kentucky and 1,295 feet in West Virginia, limit the maximum grade to five percent in Kentucky and six percent in West Virginia, ensure a minimum stopping sight distance of 615 feet in Kentucky and 750 feet in West Virginia, feature a 60-foot-wide depressed median in Kentucky and a maximum 40-foot-wide median in West Virginia, and provide for 12-foot-wide shoulders. Access would be provided via four interchanges, though two at-grade intersections per mile would be allowed in West Virginia. Coal uncovered during construction would be removed and sold. POSITIVE IMPACTS: The proposed extension of I-66 would not only facilitate through traffic between the study corridor termini, but would also serve several communities in Pike and Mingo counties that have historically been poorly isolated from major transportation routes. The new facility would enhance access to jobs, markets, and services, reduce regional accident potentials, and reduce travel times at all levels of travel. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements would displace 2,000 to 2,260 acres for the mainline segments and 167 to 172 acres for the connector segments. Most of the displaced land would be forest, though some farmland would be lost as well. The project would also displace 84 to 190 residences and one to 11 businesses and could displace one or two cemeteries and one church. From three to 11 wetland areas, involving 0.65 to 5.92 acres, could be affected, and the project would traverse floodplain land. Hazardous waste sites could be encountered during construction. Construction activities could fracture underlying sandstone, resulting in degradation of groundwater quality and water quality in associated wells. Excavation could result in acid drainage. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), National Highway System Designation Act of 1995, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0206D, Volume 26, Number 2. JF - EPA number: 030175, 478 pages and maps, April 16, 2003 PY - 2003 VL - 54 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-01-01-F KW - Acids KW - Cemeteries KW - Coal KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Mining KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Water Quality KW - Wetlands KW - Kentucky KW - West Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - National Highway System Designation Act of 1995, 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/36345911?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&rft.title=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&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 - Final. Preparation date: April 16, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. [Part 56 of 79] T2 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. AN - 36345684; 10054-030175_0056 AB - PURPOSE: The construction of 33 miles of four-lane, divided, controlled-access, highway within the Interstate 66 (I-66) corridor from US 23/119 south of Pikeville, Kentucky to King Coal Highway southeast of Matewan, West Virginia is proposed. The project study area encompasses a southwest to northeast band running across central Pike County, continuing across the Kentucky/West Virginia state line at Tug Fork River, and finally extending five miles into southwestern Mingo County. In addition to a No-Build Alternative, two northerly and two southerly alignment alternatives and four alignments for connectors linking the northern and southern alternates are considered in the draft EIS. This condensed final EIS provides only information pertinent to the preferred alternative. The highway would have a design speed of 70 miles per hour (mph) within Kentucky and 6 mph within West Virginia, limit the minimum curve radius to 1,910 feet in Kentucky and 1,295 feet in West Virginia, limit the maximum grade to five percent in Kentucky and six percent in West Virginia, ensure a minimum stopping sight distance of 615 feet in Kentucky and 750 feet in West Virginia, feature a 60-foot-wide depressed median in Kentucky and a maximum 40-foot-wide median in West Virginia, and provide for 12-foot-wide shoulders. Access would be provided via four interchanges, though two at-grade intersections per mile would be allowed in West Virginia. Coal uncovered during construction would be removed and sold. POSITIVE IMPACTS: The proposed extension of I-66 would not only facilitate through traffic between the study corridor termini, but would also serve several communities in Pike and Mingo counties that have historically been poorly isolated from major transportation routes. The new facility would enhance access to jobs, markets, and services, reduce regional accident potentials, and reduce travel times at all levels of travel. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements would displace 2,000 to 2,260 acres for the mainline segments and 167 to 172 acres for the connector segments. Most of the displaced land would be forest, though some farmland would be lost as well. The project would also displace 84 to 190 residences and one to 11 businesses and could displace one or two cemeteries and one church. From three to 11 wetland areas, involving 0.65 to 5.92 acres, could be affected, and the project would traverse floodplain land. Hazardous waste sites could be encountered during construction. Construction activities could fracture underlying sandstone, resulting in degradation of groundwater quality and water quality in associated wells. Excavation could result in acid drainage. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), National Highway System Designation Act of 1995, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0206D, Volume 26, Number 2. JF - EPA number: 030175, 478 pages and maps, April 16, 2003 PY - 2003 VL - 56 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-01-01-F KW - Acids KW - Cemeteries KW - Coal KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Mining KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Water Quality KW - Wetlands KW - Kentucky KW - West Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - National Highway System Designation Act of 1995, 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/36345684?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&rft.title=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&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 - Final. Preparation date: April 16, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. [Part 55 of 79] T2 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. AN - 36345681; 10054-030175_0055 AB - PURPOSE: The construction of 33 miles of four-lane, divided, controlled-access, highway within the Interstate 66 (I-66) corridor from US 23/119 south of Pikeville, Kentucky to King Coal Highway southeast of Matewan, West Virginia is proposed. The project study area encompasses a southwest to northeast band running across central Pike County, continuing across the Kentucky/West Virginia state line at Tug Fork River, and finally extending five miles into southwestern Mingo County. In addition to a No-Build Alternative, two northerly and two southerly alignment alternatives and four alignments for connectors linking the northern and southern alternates are considered in the draft EIS. This condensed final EIS provides only information pertinent to the preferred alternative. The highway would have a design speed of 70 miles per hour (mph) within Kentucky and 6 mph within West Virginia, limit the minimum curve radius to 1,910 feet in Kentucky and 1,295 feet in West Virginia, limit the maximum grade to five percent in Kentucky and six percent in West Virginia, ensure a minimum stopping sight distance of 615 feet in Kentucky and 750 feet in West Virginia, feature a 60-foot-wide depressed median in Kentucky and a maximum 40-foot-wide median in West Virginia, and provide for 12-foot-wide shoulders. Access would be provided via four interchanges, though two at-grade intersections per mile would be allowed in West Virginia. Coal uncovered during construction would be removed and sold. POSITIVE IMPACTS: The proposed extension of I-66 would not only facilitate through traffic between the study corridor termini, but would also serve several communities in Pike and Mingo counties that have historically been poorly isolated from major transportation routes. The new facility would enhance access to jobs, markets, and services, reduce regional accident potentials, and reduce travel times at all levels of travel. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements would displace 2,000 to 2,260 acres for the mainline segments and 167 to 172 acres for the connector segments. Most of the displaced land would be forest, though some farmland would be lost as well. The project would also displace 84 to 190 residences and one to 11 businesses and could displace one or two cemeteries and one church. From three to 11 wetland areas, involving 0.65 to 5.92 acres, could be affected, and the project would traverse floodplain land. Hazardous waste sites could be encountered during construction. Construction activities could fracture underlying sandstone, resulting in degradation of groundwater quality and water quality in associated wells. Excavation could result in acid drainage. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), National Highway System Designation Act of 1995, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0206D, Volume 26, Number 2. JF - EPA number: 030175, 478 pages and maps, April 16, 2003 PY - 2003 VL - 55 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-01-01-F KW - Acids KW - Cemeteries KW - Coal KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Mining KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Water Quality KW - Wetlands KW - Kentucky KW - West Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - National Highway System Designation Act of 1995, 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/36345681?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&rft.title=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&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 - Final. Preparation date: April 16, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. [Part 43 of 79] T2 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. AN - 36345444; 10054-030175_0043 AB - PURPOSE: The construction of 33 miles of four-lane, divided, controlled-access, highway within the Interstate 66 (I-66) corridor from US 23/119 south of Pikeville, Kentucky to King Coal Highway southeast of Matewan, West Virginia is proposed. The project study area encompasses a southwest to northeast band running across central Pike County, continuing across the Kentucky/West Virginia state line at Tug Fork River, and finally extending five miles into southwestern Mingo County. In addition to a No-Build Alternative, two northerly and two southerly alignment alternatives and four alignments for connectors linking the northern and southern alternates are considered in the draft EIS. This condensed final EIS provides only information pertinent to the preferred alternative. The highway would have a design speed of 70 miles per hour (mph) within Kentucky and 6 mph within West Virginia, limit the minimum curve radius to 1,910 feet in Kentucky and 1,295 feet in West Virginia, limit the maximum grade to five percent in Kentucky and six percent in West Virginia, ensure a minimum stopping sight distance of 615 feet in Kentucky and 750 feet in West Virginia, feature a 60-foot-wide depressed median in Kentucky and a maximum 40-foot-wide median in West Virginia, and provide for 12-foot-wide shoulders. Access would be provided via four interchanges, though two at-grade intersections per mile would be allowed in West Virginia. Coal uncovered during construction would be removed and sold. POSITIVE IMPACTS: The proposed extension of I-66 would not only facilitate through traffic between the study corridor termini, but would also serve several communities in Pike and Mingo counties that have historically been poorly isolated from major transportation routes. The new facility would enhance access to jobs, markets, and services, reduce regional accident potentials, and reduce travel times at all levels of travel. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements would displace 2,000 to 2,260 acres for the mainline segments and 167 to 172 acres for the connector segments. Most of the displaced land would be forest, though some farmland would be lost as well. The project would also displace 84 to 190 residences and one to 11 businesses and could displace one or two cemeteries and one church. From three to 11 wetland areas, involving 0.65 to 5.92 acres, could be affected, and the project would traverse floodplain land. Hazardous waste sites could be encountered during construction. Construction activities could fracture underlying sandstone, resulting in degradation of groundwater quality and water quality in associated wells. Excavation could result in acid drainage. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), National Highway System Designation Act of 1995, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0206D, Volume 26, Number 2. JF - EPA number: 030175, 478 pages and maps, April 16, 2003 PY - 2003 VL - 43 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-01-01-F KW - Acids KW - Cemeteries KW - Coal KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Mining KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Water Quality KW - Wetlands KW - Kentucky KW - West Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - National Highway System Designation Act of 1995, 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/36345444?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&rft.title=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&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 - Final. Preparation date: April 16, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. [Part 72 of 79] T2 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. AN - 36345365; 10054-030175_0072 AB - PURPOSE: The construction of 33 miles of four-lane, divided, controlled-access, highway within the Interstate 66 (I-66) corridor from US 23/119 south of Pikeville, Kentucky to King Coal Highway southeast of Matewan, West Virginia is proposed. The project study area encompasses a southwest to northeast band running across central Pike County, continuing across the Kentucky/West Virginia state line at Tug Fork River, and finally extending five miles into southwestern Mingo County. In addition to a No-Build Alternative, two northerly and two southerly alignment alternatives and four alignments for connectors linking the northern and southern alternates are considered in the draft EIS. This condensed final EIS provides only information pertinent to the preferred alternative. The highway would have a design speed of 70 miles per hour (mph) within Kentucky and 6 mph within West Virginia, limit the minimum curve radius to 1,910 feet in Kentucky and 1,295 feet in West Virginia, limit the maximum grade to five percent in Kentucky and six percent in West Virginia, ensure a minimum stopping sight distance of 615 feet in Kentucky and 750 feet in West Virginia, feature a 60-foot-wide depressed median in Kentucky and a maximum 40-foot-wide median in West Virginia, and provide for 12-foot-wide shoulders. Access would be provided via four interchanges, though two at-grade intersections per mile would be allowed in West Virginia. Coal uncovered during construction would be removed and sold. POSITIVE IMPACTS: The proposed extension of I-66 would not only facilitate through traffic between the study corridor termini, but would also serve several communities in Pike and Mingo counties that have historically been poorly isolated from major transportation routes. The new facility would enhance access to jobs, markets, and services, reduce regional accident potentials, and reduce travel times at all levels of travel. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements would displace 2,000 to 2,260 acres for the mainline segments and 167 to 172 acres for the connector segments. Most of the displaced land would be forest, though some farmland would be lost as well. The project would also displace 84 to 190 residences and one to 11 businesses and could displace one or two cemeteries and one church. From three to 11 wetland areas, involving 0.65 to 5.92 acres, could be affected, and the project would traverse floodplain land. Hazardous waste sites could be encountered during construction. Construction activities could fracture underlying sandstone, resulting in degradation of groundwater quality and water quality in associated wells. Excavation could result in acid drainage. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), National Highway System Designation Act of 1995, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0206D, Volume 26, Number 2. JF - EPA number: 030175, 478 pages and maps, April 16, 2003 PY - 2003 VL - 72 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-01-01-F KW - Acids KW - Cemeteries KW - Coal KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Mining KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Water Quality KW - Wetlands KW - Kentucky KW - West Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - National Highway System Designation Act of 1995, 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/36345365?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&rft.title=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&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 - Final. Preparation date: April 16, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. [Part 44 of 79] T2 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. AN - 36345254; 10054-030175_0044 AB - PURPOSE: The construction of 33 miles of four-lane, divided, controlled-access, highway within the Interstate 66 (I-66) corridor from US 23/119 south of Pikeville, Kentucky to King Coal Highway southeast of Matewan, West Virginia is proposed. The project study area encompasses a southwest to northeast band running across central Pike County, continuing across the Kentucky/West Virginia state line at Tug Fork River, and finally extending five miles into southwestern Mingo County. In addition to a No-Build Alternative, two northerly and two southerly alignment alternatives and four alignments for connectors linking the northern and southern alternates are considered in the draft EIS. This condensed final EIS provides only information pertinent to the preferred alternative. The highway would have a design speed of 70 miles per hour (mph) within Kentucky and 6 mph within West Virginia, limit the minimum curve radius to 1,910 feet in Kentucky and 1,295 feet in West Virginia, limit the maximum grade to five percent in Kentucky and six percent in West Virginia, ensure a minimum stopping sight distance of 615 feet in Kentucky and 750 feet in West Virginia, feature a 60-foot-wide depressed median in Kentucky and a maximum 40-foot-wide median in West Virginia, and provide for 12-foot-wide shoulders. Access would be provided via four interchanges, though two at-grade intersections per mile would be allowed in West Virginia. Coal uncovered during construction would be removed and sold. POSITIVE IMPACTS: The proposed extension of I-66 would not only facilitate through traffic between the study corridor termini, but would also serve several communities in Pike and Mingo counties that have historically been poorly isolated from major transportation routes. The new facility would enhance access to jobs, markets, and services, reduce regional accident potentials, and reduce travel times at all levels of travel. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements would displace 2,000 to 2,260 acres for the mainline segments and 167 to 172 acres for the connector segments. Most of the displaced land would be forest, though some farmland would be lost as well. The project would also displace 84 to 190 residences and one to 11 businesses and could displace one or two cemeteries and one church. From three to 11 wetland areas, involving 0.65 to 5.92 acres, could be affected, and the project would traverse floodplain land. Hazardous waste sites could be encountered during construction. Construction activities could fracture underlying sandstone, resulting in degradation of groundwater quality and water quality in associated wells. Excavation could result in acid drainage. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), National Highway System Designation Act of 1995, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0206D, Volume 26, Number 2. JF - EPA number: 030175, 478 pages and maps, April 16, 2003 PY - 2003 VL - 44 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-01-01-F KW - Acids KW - Cemeteries KW - Coal KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Mining KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Water Quality KW - Wetlands KW - Kentucky KW - West Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - National Highway System Designation Act of 1995, 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/36345254?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&rft.title=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&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 - Final. Preparation date: April 16, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. [Part 53 of 79] T2 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. AN - 36345130; 10054-030175_0053 AB - PURPOSE: The construction of 33 miles of four-lane, divided, controlled-access, highway within the Interstate 66 (I-66) corridor from US 23/119 south of Pikeville, Kentucky to King Coal Highway southeast of Matewan, West Virginia is proposed. The project study area encompasses a southwest to northeast band running across central Pike County, continuing across the Kentucky/West Virginia state line at Tug Fork River, and finally extending five miles into southwestern Mingo County. In addition to a No-Build Alternative, two northerly and two southerly alignment alternatives and four alignments for connectors linking the northern and southern alternates are considered in the draft EIS. This condensed final EIS provides only information pertinent to the preferred alternative. The highway would have a design speed of 70 miles per hour (mph) within Kentucky and 6 mph within West Virginia, limit the minimum curve radius to 1,910 feet in Kentucky and 1,295 feet in West Virginia, limit the maximum grade to five percent in Kentucky and six percent in West Virginia, ensure a minimum stopping sight distance of 615 feet in Kentucky and 750 feet in West Virginia, feature a 60-foot-wide depressed median in Kentucky and a maximum 40-foot-wide median in West Virginia, and provide for 12-foot-wide shoulders. Access would be provided via four interchanges, though two at-grade intersections per mile would be allowed in West Virginia. Coal uncovered during construction would be removed and sold. POSITIVE IMPACTS: The proposed extension of I-66 would not only facilitate through traffic between the study corridor termini, but would also serve several communities in Pike and Mingo counties that have historically been poorly isolated from major transportation routes. The new facility would enhance access to jobs, markets, and services, reduce regional accident potentials, and reduce travel times at all levels of travel. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements would displace 2,000 to 2,260 acres for the mainline segments and 167 to 172 acres for the connector segments. Most of the displaced land would be forest, though some farmland would be lost as well. The project would also displace 84 to 190 residences and one to 11 businesses and could displace one or two cemeteries and one church. From three to 11 wetland areas, involving 0.65 to 5.92 acres, could be affected, and the project would traverse floodplain land. Hazardous waste sites could be encountered during construction. Construction activities could fracture underlying sandstone, resulting in degradation of groundwater quality and water quality in associated wells. Excavation could result in acid drainage. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), National Highway System Designation Act of 1995, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0206D, Volume 26, Number 2. JF - EPA number: 030175, 478 pages and maps, April 16, 2003 PY - 2003 VL - 53 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-01-01-F KW - Acids KW - Cemeteries KW - Coal KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Mining KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Water Quality KW - Wetlands KW - Kentucky KW - West Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - National Highway System Designation Act of 1995, 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/36345130?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&rft.title=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&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 - Final. Preparation date: April 16, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - U.S. ROUTE 219, SPRINGVILLE TO SALAMANCA, ERIE AND CATTARAUGUS COUNTIES, N.Y (P.I.N. 5101.53). [Part 4 of 8] T2 - U.S. ROUTE 219, SPRINGVILLE TO SALAMANCA, ERIE AND CATTARAUGUS COUNTIES, N.Y (P.I.N. 5101.53). AN - 36345047; 10055-030176_0004 AB - PURPOSE: Improvement of a 28 mile segment of U.S. Route 219 (U.S. 219) between Springville and Salamanca, New York is proposed. The existing highway is a two-lane rural arterial. The project would begin at the southern end of the existing four-lane divided U.S. Expressway at NY Route 39 in Springville and continue south along U.S. 219 through predominantly rural areas of Erie and Cattaraugus counties to State Route (S.R.) 17, Southern Tier Expressway in Salamanca. The project would traverse the towns of Concord, Ashford, Ellicottville, and Great Valley as well as the villages of Springville and Ellitottville, the City of Salamanca, and the Seneca Nations Lands at Allegany. Three alternatives, including the No Action Alternative, upgrading the existing freeway, and construction of a new freeway on a new alignment, are under consideration. The upgrade alternative would involve development of a four-lane rural arterial. In most areas, the existing roadway would be widened to include four 3.6-meter travel lanes, with a 1.2-meter flush median and 2.4-meter shoulders. Turning lanes would be included at major intersections, and a continuous two-way left-turn lane would be provided through Springville. Alignment improvements are included in areas with no major right-of-way constraints. An at-grade railroad crossing would be eliminated near the Hamlet of Great Valley. Most of the existing bridges along the route would be reconstructed. An at-grade intersection could be provided at State Route 417, though a flyover would also be considered. Bypasses would be provided for Ellicottville and Salamanca and could be provided for Ashford Hollow. The facility would allow unrestricted passing. The new freeway alternative, which has been selected as the preferred alternative, would feature two 3.6-meter travel lanes in each direction, three-meter right shoulders, 1.8-meter left shoulders, and variable width medians (11 meters to 80 meters) except in areas where right-of-way widths do not allow medians; in restricted width areas, barriers are proposed. Bridges would be provided at Cattaraugus Creek, Beaver Meadows Road, S.R. 242, Somerville Valley, and the intersection of the facility with S.R. 417, Great Valley Creek, two railway tracks, and the Allegheny River. Existing U.S. 219 would be retained. Estimated costs of the upgrade and new freeway alternatives are $297.3 million and $612.6 million, respectively. POSITIVE IMPACTS: Allowance of unrestricted passing in areas currently limited to restricted passing would improve traffic flow under the Upgrade Alternative, and roadway capacity would be doubled. The Freeway Alternative would provide, by far, the most superior travel times for highway users in the corridor. NEGATIVE IMPACTS: The Upgrade Alternative would impact 13 of 24 major farm operations in the corridor, displacing 77.5 hectares of farmland, while the Freeway Alternative would impact 19 of 24 farm operations, displacing 168.5 hectares of farmland. Acquisition of a total of 168 hectares of rights-of-way would result in displacement of 35 residential units and three commercial buildings occupied by two businesses under the upgrade alternative. Acquisition of a total of 855 hectares of right-of-way would result in displacement of 63 residential units and one business under the freeway alternative. Noise impacts would affect 491 properties under the No Action Alternative, 497 under the upgrade alternative, and 573 under the freeway alternative. The upgrade or freeway alternative, respectively, would require acquisition of 15 or 12 sites eligible for inclusion in the National Register of Historic Places. The facility would traverse Seneca Nation tribal lands. 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.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 98-0240D, Volume 22, Number 3. JF - EPA number: 030176, FEIS--971 pages and maps, Appendices A&B--186 pages (oversize), Appendices C-I--821 pages and maps, Appendix G--97 pages (oversize), Appendices J-K--782 pages and maps, Appendices M-Q--879 pages, Appendices R-T--976; Appendix U--439 pages and maps, April 16, 2003 PY - 2003 VL - 4 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-98-02-F KW - Air Quality Assessments KW - Bridges KW - Cost Assessments KW - Easements KW - Economic Assessments KW - Energy Consumption Assessments KW - Farmlands KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Hydraulic Assessments KW - Indian Reservations KW - Noise Assessments KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Traffic Analyses KW - Visual Resources Surveys KW - Water Quality Assessments KW - Wetlands KW - Water Quality KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36345047?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=U.S.+ROUTE+219%2C+SPRINGVILLE+TO+SALAMANCA%2C+ERIE+AND+CATTARAUGUS+COUNTIES%2C+N.Y+%28P.I.N.+5101.53%29.&rft.title=U.S.+ROUTE+219%2C+SPRINGVILLE+TO+SALAMANCA%2C+ERIE+AND+CATTARAUGUS+COUNTIES%2C+N.Y+%28P.I.N.+5101.53%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 - 2006-05-01 N1 - SuppNotes - Final. Preparation date: April 16, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - U.S. ROUTE 219, SPRINGVILLE TO SALAMANCA, ERIE AND CATTARAUGUS COUNTIES, N.Y (P.I.N. 5101.53). [Part 1 of 8] T2 - U.S. ROUTE 219, SPRINGVILLE TO SALAMANCA, ERIE AND CATTARAUGUS COUNTIES, N.Y (P.I.N. 5101.53). AN - 36344951; 10055-030176_0001 AB - PURPOSE: Improvement of a 28 mile segment of U.S. Route 219 (U.S. 219) between Springville and Salamanca, New York is proposed. The existing highway is a two-lane rural arterial. The project would begin at the southern end of the existing four-lane divided U.S. Expressway at NY Route 39 in Springville and continue south along U.S. 219 through predominantly rural areas of Erie and Cattaraugus counties to State Route (S.R.) 17, Southern Tier Expressway in Salamanca. The project would traverse the towns of Concord, Ashford, Ellicottville, and Great Valley as well as the villages of Springville and Ellitottville, the City of Salamanca, and the Seneca Nations Lands at Allegany. Three alternatives, including the No Action Alternative, upgrading the existing freeway, and construction of a new freeway on a new alignment, are under consideration. The upgrade alternative would involve development of a four-lane rural arterial. In most areas, the existing roadway would be widened to include four 3.6-meter travel lanes, with a 1.2-meter flush median and 2.4-meter shoulders. Turning lanes would be included at major intersections, and a continuous two-way left-turn lane would be provided through Springville. Alignment improvements are included in areas with no major right-of-way constraints. An at-grade railroad crossing would be eliminated near the Hamlet of Great Valley. Most of the existing bridges along the route would be reconstructed. An at-grade intersection could be provided at State Route 417, though a flyover would also be considered. Bypasses would be provided for Ellicottville and Salamanca and could be provided for Ashford Hollow. The facility would allow unrestricted passing. The new freeway alternative, which has been selected as the preferred alternative, would feature two 3.6-meter travel lanes in each direction, three-meter right shoulders, 1.8-meter left shoulders, and variable width medians (11 meters to 80 meters) except in areas where right-of-way widths do not allow medians; in restricted width areas, barriers are proposed. Bridges would be provided at Cattaraugus Creek, Beaver Meadows Road, S.R. 242, Somerville Valley, and the intersection of the facility with S.R. 417, Great Valley Creek, two railway tracks, and the Allegheny River. Existing U.S. 219 would be retained. Estimated costs of the upgrade and new freeway alternatives are $297.3 million and $612.6 million, respectively. POSITIVE IMPACTS: Allowance of unrestricted passing in areas currently limited to restricted passing would improve traffic flow under the Upgrade Alternative, and roadway capacity would be doubled. The Freeway Alternative would provide, by far, the most superior travel times for highway users in the corridor. NEGATIVE IMPACTS: The Upgrade Alternative would impact 13 of 24 major farm operations in the corridor, displacing 77.5 hectares of farmland, while the Freeway Alternative would impact 19 of 24 farm operations, displacing 168.5 hectares of farmland. Acquisition of a total of 168 hectares of rights-of-way would result in displacement of 35 residential units and three commercial buildings occupied by two businesses under the upgrade alternative. Acquisition of a total of 855 hectares of right-of-way would result in displacement of 63 residential units and one business under the freeway alternative. Noise impacts would affect 491 properties under the No Action Alternative, 497 under the upgrade alternative, and 573 under the freeway alternative. The upgrade or freeway alternative, respectively, would require acquisition of 15 or 12 sites eligible for inclusion in the National Register of Historic Places. The facility would traverse Seneca Nation tribal lands. 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.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 98-0240D, Volume 22, Number 3. JF - EPA number: 030176, FEIS--971 pages and maps, Appendices A&B--186 pages (oversize), Appendices C-I--821 pages and maps, Appendix G--97 pages (oversize), Appendices J-K--782 pages and maps, Appendices M-Q--879 pages, Appendices R-T--976; Appendix U--439 pages and maps, April 16, 2003 PY - 2003 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-98-02-F KW - Air Quality Assessments KW - Bridges KW - Cost Assessments KW - Easements KW - Economic Assessments KW - Energy Consumption Assessments KW - Farmlands KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Hydraulic Assessments KW - Indian Reservations KW - Noise Assessments KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Traffic Analyses KW - Visual Resources Surveys KW - Water Quality Assessments KW - Wetlands KW - Water Quality KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36344951?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=U.S.+ROUTE+219%2C+SPRINGVILLE+TO+SALAMANCA%2C+ERIE+AND+CATTARAUGUS+COUNTIES%2C+N.Y+%28P.I.N.+5101.53%29.&rft.title=U.S.+ROUTE+219%2C+SPRINGVILLE+TO+SALAMANCA%2C+ERIE+AND+CATTARAUGUS+COUNTIES%2C+N.Y+%28P.I.N.+5101.53%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 - 2006-05-01 N1 - SuppNotes - Final. Preparation date: April 16, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. [Part 47 of 79] T2 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. AN - 36344875; 10054-030175_0047 AB - PURPOSE: The construction of 33 miles of four-lane, divided, controlled-access, highway within the Interstate 66 (I-66) corridor from US 23/119 south of Pikeville, Kentucky to King Coal Highway southeast of Matewan, West Virginia is proposed. The project study area encompasses a southwest to northeast band running across central Pike County, continuing across the Kentucky/West Virginia state line at Tug Fork River, and finally extending five miles into southwestern Mingo County. In addition to a No-Build Alternative, two northerly and two southerly alignment alternatives and four alignments for connectors linking the northern and southern alternates are considered in the draft EIS. This condensed final EIS provides only information pertinent to the preferred alternative. The highway would have a design speed of 70 miles per hour (mph) within Kentucky and 6 mph within West Virginia, limit the minimum curve radius to 1,910 feet in Kentucky and 1,295 feet in West Virginia, limit the maximum grade to five percent in Kentucky and six percent in West Virginia, ensure a minimum stopping sight distance of 615 feet in Kentucky and 750 feet in West Virginia, feature a 60-foot-wide depressed median in Kentucky and a maximum 40-foot-wide median in West Virginia, and provide for 12-foot-wide shoulders. Access would be provided via four interchanges, though two at-grade intersections per mile would be allowed in West Virginia. Coal uncovered during construction would be removed and sold. POSITIVE IMPACTS: The proposed extension of I-66 would not only facilitate through traffic between the study corridor termini, but would also serve several communities in Pike and Mingo counties that have historically been poorly isolated from major transportation routes. The new facility would enhance access to jobs, markets, and services, reduce regional accident potentials, and reduce travel times at all levels of travel. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements would displace 2,000 to 2,260 acres for the mainline segments and 167 to 172 acres for the connector segments. Most of the displaced land would be forest, though some farmland would be lost as well. The project would also displace 84 to 190 residences and one to 11 businesses and could displace one or two cemeteries and one church. From three to 11 wetland areas, involving 0.65 to 5.92 acres, could be affected, and the project would traverse floodplain land. Hazardous waste sites could be encountered during construction. Construction activities could fracture underlying sandstone, resulting in degradation of groundwater quality and water quality in associated wells. Excavation could result in acid drainage. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), National Highway System Designation Act of 1995, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0206D, Volume 26, Number 2. JF - EPA number: 030175, 478 pages and maps, April 16, 2003 PY - 2003 VL - 47 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-01-01-F KW - Acids KW - Cemeteries KW - Coal KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Mining KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Water Quality KW - Wetlands KW - Kentucky KW - West Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - National Highway System Designation Act of 1995, 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/36344875?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&rft.title=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&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 - Final. Preparation date: April 16, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. [Part 24 of 79] T2 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. AN - 36344715; 10054-030175_0024 AB - PURPOSE: The construction of 33 miles of four-lane, divided, controlled-access, highway within the Interstate 66 (I-66) corridor from US 23/119 south of Pikeville, Kentucky to King Coal Highway southeast of Matewan, West Virginia is proposed. The project study area encompasses a southwest to northeast band running across central Pike County, continuing across the Kentucky/West Virginia state line at Tug Fork River, and finally extending five miles into southwestern Mingo County. In addition to a No-Build Alternative, two northerly and two southerly alignment alternatives and four alignments for connectors linking the northern and southern alternates are considered in the draft EIS. This condensed final EIS provides only information pertinent to the preferred alternative. The highway would have a design speed of 70 miles per hour (mph) within Kentucky and 6 mph within West Virginia, limit the minimum curve radius to 1,910 feet in Kentucky and 1,295 feet in West Virginia, limit the maximum grade to five percent in Kentucky and six percent in West Virginia, ensure a minimum stopping sight distance of 615 feet in Kentucky and 750 feet in West Virginia, feature a 60-foot-wide depressed median in Kentucky and a maximum 40-foot-wide median in West Virginia, and provide for 12-foot-wide shoulders. Access would be provided via four interchanges, though two at-grade intersections per mile would be allowed in West Virginia. Coal uncovered during construction would be removed and sold. POSITIVE IMPACTS: The proposed extension of I-66 would not only facilitate through traffic between the study corridor termini, but would also serve several communities in Pike and Mingo counties that have historically been poorly isolated from major transportation routes. The new facility would enhance access to jobs, markets, and services, reduce regional accident potentials, and reduce travel times at all levels of travel. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements would displace 2,000 to 2,260 acres for the mainline segments and 167 to 172 acres for the connector segments. Most of the displaced land would be forest, though some farmland would be lost as well. The project would also displace 84 to 190 residences and one to 11 businesses and could displace one or two cemeteries and one church. From three to 11 wetland areas, involving 0.65 to 5.92 acres, could be affected, and the project would traverse floodplain land. Hazardous waste sites could be encountered during construction. Construction activities could fracture underlying sandstone, resulting in degradation of groundwater quality and water quality in associated wells. Excavation could result in acid drainage. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), National Highway System Designation Act of 1995, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0206D, Volume 26, Number 2. JF - EPA number: 030175, 478 pages and maps, April 16, 2003 PY - 2003 VL - 24 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-01-01-F KW - Acids KW - Cemeteries KW - Coal KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Mining KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Water Quality KW - Wetlands KW - Kentucky KW - West Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - National Highway System Designation Act of 1995, 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/36344715?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&rft.title=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&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 - Final. Preparation date: April 16, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. [Part 49 of 79] T2 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. AN - 36344650; 10054-030175_0049 AB - PURPOSE: The construction of 33 miles of four-lane, divided, controlled-access, highway within the Interstate 66 (I-66) corridor from US 23/119 south of Pikeville, Kentucky to King Coal Highway southeast of Matewan, West Virginia is proposed. The project study area encompasses a southwest to northeast band running across central Pike County, continuing across the Kentucky/West Virginia state line at Tug Fork River, and finally extending five miles into southwestern Mingo County. In addition to a No-Build Alternative, two northerly and two southerly alignment alternatives and four alignments for connectors linking the northern and southern alternates are considered in the draft EIS. This condensed final EIS provides only information pertinent to the preferred alternative. The highway would have a design speed of 70 miles per hour (mph) within Kentucky and 6 mph within West Virginia, limit the minimum curve radius to 1,910 feet in Kentucky and 1,295 feet in West Virginia, limit the maximum grade to five percent in Kentucky and six percent in West Virginia, ensure a minimum stopping sight distance of 615 feet in Kentucky and 750 feet in West Virginia, feature a 60-foot-wide depressed median in Kentucky and a maximum 40-foot-wide median in West Virginia, and provide for 12-foot-wide shoulders. Access would be provided via four interchanges, though two at-grade intersections per mile would be allowed in West Virginia. Coal uncovered during construction would be removed and sold. POSITIVE IMPACTS: The proposed extension of I-66 would not only facilitate through traffic between the study corridor termini, but would also serve several communities in Pike and Mingo counties that have historically been poorly isolated from major transportation routes. The new facility would enhance access to jobs, markets, and services, reduce regional accident potentials, and reduce travel times at all levels of travel. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements would displace 2,000 to 2,260 acres for the mainline segments and 167 to 172 acres for the connector segments. Most of the displaced land would be forest, though some farmland would be lost as well. The project would also displace 84 to 190 residences and one to 11 businesses and could displace one or two cemeteries and one church. From three to 11 wetland areas, involving 0.65 to 5.92 acres, could be affected, and the project would traverse floodplain land. Hazardous waste sites could be encountered during construction. Construction activities could fracture underlying sandstone, resulting in degradation of groundwater quality and water quality in associated wells. Excavation could result in acid drainage. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), National Highway System Designation Act of 1995, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0206D, Volume 26, Number 2. JF - EPA number: 030175, 478 pages and maps, April 16, 2003 PY - 2003 VL - 49 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-01-01-F KW - Acids KW - Cemeteries KW - Coal KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Mining KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Water Quality KW - Wetlands KW - Kentucky KW - West Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - National Highway System Designation Act of 1995, 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/36344650?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&rft.title=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&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 - Final. Preparation date: April 16, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. [Part 71 of 79] T2 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. AN - 36344572; 10054-030175_0071 AB - PURPOSE: The construction of 33 miles of four-lane, divided, controlled-access, highway within the Interstate 66 (I-66) corridor from US 23/119 south of Pikeville, Kentucky to King Coal Highway southeast of Matewan, West Virginia is proposed. The project study area encompasses a southwest to northeast band running across central Pike County, continuing across the Kentucky/West Virginia state line at Tug Fork River, and finally extending five miles into southwestern Mingo County. In addition to a No-Build Alternative, two northerly and two southerly alignment alternatives and four alignments for connectors linking the northern and southern alternates are considered in the draft EIS. This condensed final EIS provides only information pertinent to the preferred alternative. The highway would have a design speed of 70 miles per hour (mph) within Kentucky and 6 mph within West Virginia, limit the minimum curve radius to 1,910 feet in Kentucky and 1,295 feet in West Virginia, limit the maximum grade to five percent in Kentucky and six percent in West Virginia, ensure a minimum stopping sight distance of 615 feet in Kentucky and 750 feet in West Virginia, feature a 60-foot-wide depressed median in Kentucky and a maximum 40-foot-wide median in West Virginia, and provide for 12-foot-wide shoulders. Access would be provided via four interchanges, though two at-grade intersections per mile would be allowed in West Virginia. Coal uncovered during construction would be removed and sold. POSITIVE IMPACTS: The proposed extension of I-66 would not only facilitate through traffic between the study corridor termini, but would also serve several communities in Pike and Mingo counties that have historically been poorly isolated from major transportation routes. The new facility would enhance access to jobs, markets, and services, reduce regional accident potentials, and reduce travel times at all levels of travel. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements would displace 2,000 to 2,260 acres for the mainline segments and 167 to 172 acres for the connector segments. Most of the displaced land would be forest, though some farmland would be lost as well. The project would also displace 84 to 190 residences and one to 11 businesses and could displace one or two cemeteries and one church. From three to 11 wetland areas, involving 0.65 to 5.92 acres, could be affected, and the project would traverse floodplain land. Hazardous waste sites could be encountered during construction. Construction activities could fracture underlying sandstone, resulting in degradation of groundwater quality and water quality in associated wells. Excavation could result in acid drainage. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), National Highway System Designation Act of 1995, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0206D, Volume 26, Number 2. JF - EPA number: 030175, 478 pages and maps, April 16, 2003 PY - 2003 VL - 71 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-01-01-F KW - Acids KW - Cemeteries KW - Coal KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Mining KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Water Quality KW - Wetlands KW - Kentucky KW - West Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - National Highway System Designation Act of 1995, 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/36344572?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&rft.title=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&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 - Final. Preparation date: April 16, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. [Part 21 of 79] T2 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. AN - 36344313; 10054-030175_0021 AB - PURPOSE: The construction of 33 miles of four-lane, divided, controlled-access, highway within the Interstate 66 (I-66) corridor from US 23/119 south of Pikeville, Kentucky to King Coal Highway southeast of Matewan, West Virginia is proposed. The project study area encompasses a southwest to northeast band running across central Pike County, continuing across the Kentucky/West Virginia state line at Tug Fork River, and finally extending five miles into southwestern Mingo County. In addition to a No-Build Alternative, two northerly and two southerly alignment alternatives and four alignments for connectors linking the northern and southern alternates are considered in the draft EIS. This condensed final EIS provides only information pertinent to the preferred alternative. The highway would have a design speed of 70 miles per hour (mph) within Kentucky and 6 mph within West Virginia, limit the minimum curve radius to 1,910 feet in Kentucky and 1,295 feet in West Virginia, limit the maximum grade to five percent in Kentucky and six percent in West Virginia, ensure a minimum stopping sight distance of 615 feet in Kentucky and 750 feet in West Virginia, feature a 60-foot-wide depressed median in Kentucky and a maximum 40-foot-wide median in West Virginia, and provide for 12-foot-wide shoulders. Access would be provided via four interchanges, though two at-grade intersections per mile would be allowed in West Virginia. Coal uncovered during construction would be removed and sold. POSITIVE IMPACTS: The proposed extension of I-66 would not only facilitate through traffic between the study corridor termini, but would also serve several communities in Pike and Mingo counties that have historically been poorly isolated from major transportation routes. The new facility would enhance access to jobs, markets, and services, reduce regional accident potentials, and reduce travel times at all levels of travel. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements would displace 2,000 to 2,260 acres for the mainline segments and 167 to 172 acres for the connector segments. Most of the displaced land would be forest, though some farmland would be lost as well. The project would also displace 84 to 190 residences and one to 11 businesses and could displace one or two cemeteries and one church. From three to 11 wetland areas, involving 0.65 to 5.92 acres, could be affected, and the project would traverse floodplain land. Hazardous waste sites could be encountered during construction. Construction activities could fracture underlying sandstone, resulting in degradation of groundwater quality and water quality in associated wells. Excavation could result in acid drainage. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), National Highway System Designation Act of 1995, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0206D, Volume 26, Number 2. JF - EPA number: 030175, 478 pages and maps, April 16, 2003 PY - 2003 VL - 21 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-01-01-F KW - Acids KW - Cemeteries KW - Coal KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Mining KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Water Quality KW - Wetlands KW - Kentucky KW - West Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - National Highway System Designation Act of 1995, 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/36344313?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&rft.title=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&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 - Final. Preparation date: April 16, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - U.S. ROUTE 219, SPRINGVILLE TO SALAMANCA, ERIE AND CATTARAUGUS COUNTIES, N.Y (P.I.N. 5101.53). [Part 5 of 8] T2 - U.S. ROUTE 219, SPRINGVILLE TO SALAMANCA, ERIE AND CATTARAUGUS COUNTIES, N.Y (P.I.N. 5101.53). AN - 36344292; 10055-030176_0005 AB - PURPOSE: Improvement of a 28 mile segment of U.S. Route 219 (U.S. 219) between Springville and Salamanca, New York is proposed. The existing highway is a two-lane rural arterial. The project would begin at the southern end of the existing four-lane divided U.S. Expressway at NY Route 39 in Springville and continue south along U.S. 219 through predominantly rural areas of Erie and Cattaraugus counties to State Route (S.R.) 17, Southern Tier Expressway in Salamanca. The project would traverse the towns of Concord, Ashford, Ellicottville, and Great Valley as well as the villages of Springville and Ellitottville, the City of Salamanca, and the Seneca Nations Lands at Allegany. Three alternatives, including the No Action Alternative, upgrading the existing freeway, and construction of a new freeway on a new alignment, are under consideration. The upgrade alternative would involve development of a four-lane rural arterial. In most areas, the existing roadway would be widened to include four 3.6-meter travel lanes, with a 1.2-meter flush median and 2.4-meter shoulders. Turning lanes would be included at major intersections, and a continuous two-way left-turn lane would be provided through Springville. Alignment improvements are included in areas with no major right-of-way constraints. An at-grade railroad crossing would be eliminated near the Hamlet of Great Valley. Most of the existing bridges along the route would be reconstructed. An at-grade intersection could be provided at State Route 417, though a flyover would also be considered. Bypasses would be provided for Ellicottville and Salamanca and could be provided for Ashford Hollow. The facility would allow unrestricted passing. The new freeway alternative, which has been selected as the preferred alternative, would feature two 3.6-meter travel lanes in each direction, three-meter right shoulders, 1.8-meter left shoulders, and variable width medians (11 meters to 80 meters) except in areas where right-of-way widths do not allow medians; in restricted width areas, barriers are proposed. Bridges would be provided at Cattaraugus Creek, Beaver Meadows Road, S.R. 242, Somerville Valley, and the intersection of the facility with S.R. 417, Great Valley Creek, two railway tracks, and the Allegheny River. Existing U.S. 219 would be retained. Estimated costs of the upgrade and new freeway alternatives are $297.3 million and $612.6 million, respectively. POSITIVE IMPACTS: Allowance of unrestricted passing in areas currently limited to restricted passing would improve traffic flow under the Upgrade Alternative, and roadway capacity would be doubled. The Freeway Alternative would provide, by far, the most superior travel times for highway users in the corridor. NEGATIVE IMPACTS: The Upgrade Alternative would impact 13 of 24 major farm operations in the corridor, displacing 77.5 hectares of farmland, while the Freeway Alternative would impact 19 of 24 farm operations, displacing 168.5 hectares of farmland. Acquisition of a total of 168 hectares of rights-of-way would result in displacement of 35 residential units and three commercial buildings occupied by two businesses under the upgrade alternative. Acquisition of a total of 855 hectares of right-of-way would result in displacement of 63 residential units and one business under the freeway alternative. Noise impacts would affect 491 properties under the No Action Alternative, 497 under the upgrade alternative, and 573 under the freeway alternative. The upgrade or freeway alternative, respectively, would require acquisition of 15 or 12 sites eligible for inclusion in the National Register of Historic Places. The facility would traverse Seneca Nation tribal lands. 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.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 98-0240D, Volume 22, Number 3. JF - EPA number: 030176, FEIS--971 pages and maps, Appendices A&B--186 pages (oversize), Appendices C-I--821 pages and maps, Appendix G--97 pages (oversize), Appendices J-K--782 pages and maps, Appendices M-Q--879 pages, Appendices R-T--976; Appendix U--439 pages and maps, April 16, 2003 PY - 2003 VL - 5 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-98-02-F KW - Air Quality Assessments KW - Bridges KW - Cost Assessments KW - Easements KW - Economic Assessments KW - Energy Consumption Assessments KW - Farmlands KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Hydraulic Assessments KW - Indian Reservations KW - Noise Assessments KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Traffic Analyses KW - Visual Resources Surveys KW - Water Quality Assessments KW - Wetlands KW - Water Quality KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36344292?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=U.S.+ROUTE+219%2C+SPRINGVILLE+TO+SALAMANCA%2C+ERIE+AND+CATTARAUGUS+COUNTIES%2C+N.Y+%28P.I.N.+5101.53%29.&rft.title=U.S.+ROUTE+219%2C+SPRINGVILLE+TO+SALAMANCA%2C+ERIE+AND+CATTARAUGUS+COUNTIES%2C+N.Y+%28P.I.N.+5101.53%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 - 2006-05-01 N1 - SuppNotes - Final. Preparation date: April 16, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. [Part 75 of 79] T2 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. AN - 36344276; 10054-030175_0075 AB - PURPOSE: The construction of 33 miles of four-lane, divided, controlled-access, highway within the Interstate 66 (I-66) corridor from US 23/119 south of Pikeville, Kentucky to King Coal Highway southeast of Matewan, West Virginia is proposed. The project study area encompasses a southwest to northeast band running across central Pike County, continuing across the Kentucky/West Virginia state line at Tug Fork River, and finally extending five miles into southwestern Mingo County. In addition to a No-Build Alternative, two northerly and two southerly alignment alternatives and four alignments for connectors linking the northern and southern alternates are considered in the draft EIS. This condensed final EIS provides only information pertinent to the preferred alternative. The highway would have a design speed of 70 miles per hour (mph) within Kentucky and 6 mph within West Virginia, limit the minimum curve radius to 1,910 feet in Kentucky and 1,295 feet in West Virginia, limit the maximum grade to five percent in Kentucky and six percent in West Virginia, ensure a minimum stopping sight distance of 615 feet in Kentucky and 750 feet in West Virginia, feature a 60-foot-wide depressed median in Kentucky and a maximum 40-foot-wide median in West Virginia, and provide for 12-foot-wide shoulders. Access would be provided via four interchanges, though two at-grade intersections per mile would be allowed in West Virginia. Coal uncovered during construction would be removed and sold. POSITIVE IMPACTS: The proposed extension of I-66 would not only facilitate through traffic between the study corridor termini, but would also serve several communities in Pike and Mingo counties that have historically been poorly isolated from major transportation routes. The new facility would enhance access to jobs, markets, and services, reduce regional accident potentials, and reduce travel times at all levels of travel. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements would displace 2,000 to 2,260 acres for the mainline segments and 167 to 172 acres for the connector segments. Most of the displaced land would be forest, though some farmland would be lost as well. The project would also displace 84 to 190 residences and one to 11 businesses and could displace one or two cemeteries and one church. From three to 11 wetland areas, involving 0.65 to 5.92 acres, could be affected, and the project would traverse floodplain land. Hazardous waste sites could be encountered during construction. Construction activities could fracture underlying sandstone, resulting in degradation of groundwater quality and water quality in associated wells. Excavation could result in acid drainage. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), National Highway System Designation Act of 1995, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0206D, Volume 26, Number 2. JF - EPA number: 030175, 478 pages and maps, April 16, 2003 PY - 2003 VL - 75 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-01-01-F KW - Acids KW - Cemeteries KW - Coal KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Mining KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Water Quality KW - Wetlands KW - Kentucky KW - West Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - National Highway System Designation Act of 1995, 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/36344276?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&rft.title=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&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 - Final. Preparation date: April 16, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - U.S. ROUTE 219, SPRINGVILLE TO SALAMANCA, ERIE AND CATTARAUGUS COUNTIES, N.Y (P.I.N. 5101.53). [Part 6 of 8] T2 - U.S. ROUTE 219, SPRINGVILLE TO SALAMANCA, ERIE AND CATTARAUGUS COUNTIES, N.Y (P.I.N. 5101.53). AN - 36344146; 10055-030176_0006 AB - PURPOSE: Improvement of a 28 mile segment of U.S. Route 219 (U.S. 219) between Springville and Salamanca, New York is proposed. The existing highway is a two-lane rural arterial. The project would begin at the southern end of the existing four-lane divided U.S. Expressway at NY Route 39 in Springville and continue south along U.S. 219 through predominantly rural areas of Erie and Cattaraugus counties to State Route (S.R.) 17, Southern Tier Expressway in Salamanca. The project would traverse the towns of Concord, Ashford, Ellicottville, and Great Valley as well as the villages of Springville and Ellitottville, the City of Salamanca, and the Seneca Nations Lands at Allegany. Three alternatives, including the No Action Alternative, upgrading the existing freeway, and construction of a new freeway on a new alignment, are under consideration. The upgrade alternative would involve development of a four-lane rural arterial. In most areas, the existing roadway would be widened to include four 3.6-meter travel lanes, with a 1.2-meter flush median and 2.4-meter shoulders. Turning lanes would be included at major intersections, and a continuous two-way left-turn lane would be provided through Springville. Alignment improvements are included in areas with no major right-of-way constraints. An at-grade railroad crossing would be eliminated near the Hamlet of Great Valley. Most of the existing bridges along the route would be reconstructed. An at-grade intersection could be provided at State Route 417, though a flyover would also be considered. Bypasses would be provided for Ellicottville and Salamanca and could be provided for Ashford Hollow. The facility would allow unrestricted passing. The new freeway alternative, which has been selected as the preferred alternative, would feature two 3.6-meter travel lanes in each direction, three-meter right shoulders, 1.8-meter left shoulders, and variable width medians (11 meters to 80 meters) except in areas where right-of-way widths do not allow medians; in restricted width areas, barriers are proposed. Bridges would be provided at Cattaraugus Creek, Beaver Meadows Road, S.R. 242, Somerville Valley, and the intersection of the facility with S.R. 417, Great Valley Creek, two railway tracks, and the Allegheny River. Existing U.S. 219 would be retained. Estimated costs of the upgrade and new freeway alternatives are $297.3 million and $612.6 million, respectively. POSITIVE IMPACTS: Allowance of unrestricted passing in areas currently limited to restricted passing would improve traffic flow under the Upgrade Alternative, and roadway capacity would be doubled. The Freeway Alternative would provide, by far, the most superior travel times for highway users in the corridor. NEGATIVE IMPACTS: The Upgrade Alternative would impact 13 of 24 major farm operations in the corridor, displacing 77.5 hectares of farmland, while the Freeway Alternative would impact 19 of 24 farm operations, displacing 168.5 hectares of farmland. Acquisition of a total of 168 hectares of rights-of-way would result in displacement of 35 residential units and three commercial buildings occupied by two businesses under the upgrade alternative. Acquisition of a total of 855 hectares of right-of-way would result in displacement of 63 residential units and one business under the freeway alternative. Noise impacts would affect 491 properties under the No Action Alternative, 497 under the upgrade alternative, and 573 under the freeway alternative. The upgrade or freeway alternative, respectively, would require acquisition of 15 or 12 sites eligible for inclusion in the National Register of Historic Places. The facility would traverse Seneca Nation tribal lands. 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.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 98-0240D, Volume 22, Number 3. JF - EPA number: 030176, FEIS--971 pages and maps, Appendices A&B--186 pages (oversize), Appendices C-I--821 pages and maps, Appendix G--97 pages (oversize), Appendices J-K--782 pages and maps, Appendices M-Q--879 pages, Appendices R-T--976; Appendix U--439 pages and maps, April 16, 2003 PY - 2003 VL - 6 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-98-02-F KW - Air Quality Assessments KW - Bridges KW - Cost Assessments KW - Easements KW - Economic Assessments KW - Energy Consumption Assessments KW - Farmlands KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Hydraulic Assessments KW - Indian Reservations KW - Noise Assessments KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Traffic Analyses KW - Visual Resources Surveys KW - Water Quality Assessments KW - Wetlands KW - Water Quality KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36344146?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=U.S.+ROUTE+219%2C+SPRINGVILLE+TO+SALAMANCA%2C+ERIE+AND+CATTARAUGUS+COUNTIES%2C+N.Y+%28P.I.N.+5101.53%29.&rft.title=U.S.+ROUTE+219%2C+SPRINGVILLE+TO+SALAMANCA%2C+ERIE+AND+CATTARAUGUS+COUNTIES%2C+N.Y+%28P.I.N.+5101.53%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 - 2006-05-01 N1 - SuppNotes - Final. Preparation date: April 16, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. [Part 23 of 79] T2 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. AN - 36344095; 10054-030175_0023 AB - PURPOSE: The construction of 33 miles of four-lane, divided, controlled-access, highway within the Interstate 66 (I-66) corridor from US 23/119 south of Pikeville, Kentucky to King Coal Highway southeast of Matewan, West Virginia is proposed. The project study area encompasses a southwest to northeast band running across central Pike County, continuing across the Kentucky/West Virginia state line at Tug Fork River, and finally extending five miles into southwestern Mingo County. In addition to a No-Build Alternative, two northerly and two southerly alignment alternatives and four alignments for connectors linking the northern and southern alternates are considered in the draft EIS. This condensed final EIS provides only information pertinent to the preferred alternative. The highway would have a design speed of 70 miles per hour (mph) within Kentucky and 6 mph within West Virginia, limit the minimum curve radius to 1,910 feet in Kentucky and 1,295 feet in West Virginia, limit the maximum grade to five percent in Kentucky and six percent in West Virginia, ensure a minimum stopping sight distance of 615 feet in Kentucky and 750 feet in West Virginia, feature a 60-foot-wide depressed median in Kentucky and a maximum 40-foot-wide median in West Virginia, and provide for 12-foot-wide shoulders. Access would be provided via four interchanges, though two at-grade intersections per mile would be allowed in West Virginia. Coal uncovered during construction would be removed and sold. POSITIVE IMPACTS: The proposed extension of I-66 would not only facilitate through traffic between the study corridor termini, but would also serve several communities in Pike and Mingo counties that have historically been poorly isolated from major transportation routes. The new facility would enhance access to jobs, markets, and services, reduce regional accident potentials, and reduce travel times at all levels of travel. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements would displace 2,000 to 2,260 acres for the mainline segments and 167 to 172 acres for the connector segments. Most of the displaced land would be forest, though some farmland would be lost as well. The project would also displace 84 to 190 residences and one to 11 businesses and could displace one or two cemeteries and one church. From three to 11 wetland areas, involving 0.65 to 5.92 acres, could be affected, and the project would traverse floodplain land. Hazardous waste sites could be encountered during construction. Construction activities could fracture underlying sandstone, resulting in degradation of groundwater quality and water quality in associated wells. Excavation could result in acid drainage. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), National Highway System Designation Act of 1995, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0206D, Volume 26, Number 2. JF - EPA number: 030175, 478 pages and maps, April 16, 2003 PY - 2003 VL - 23 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-01-01-F KW - Acids KW - Cemeteries KW - Coal KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Mining KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Water Quality KW - Wetlands KW - Kentucky KW - West Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - National Highway System Designation Act of 1995, 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/36344095?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&rft.title=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&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 - Final. Preparation date: April 16, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - U.S. ROUTE 219, SPRINGVILLE TO SALAMANCA, ERIE AND CATTARAUGUS COUNTIES, N.Y (P.I.N. 5101.53). [Part 3 of 8] T2 - U.S. ROUTE 219, SPRINGVILLE TO SALAMANCA, ERIE AND CATTARAUGUS COUNTIES, N.Y (P.I.N. 5101.53). AN - 36344030; 10055-030176_0003 AB - PURPOSE: Improvement of a 28 mile segment of U.S. Route 219 (U.S. 219) between Springville and Salamanca, New York is proposed. The existing highway is a two-lane rural arterial. The project would begin at the southern end of the existing four-lane divided U.S. Expressway at NY Route 39 in Springville and continue south along U.S. 219 through predominantly rural areas of Erie and Cattaraugus counties to State Route (S.R.) 17, Southern Tier Expressway in Salamanca. The project would traverse the towns of Concord, Ashford, Ellicottville, and Great Valley as well as the villages of Springville and Ellitottville, the City of Salamanca, and the Seneca Nations Lands at Allegany. Three alternatives, including the No Action Alternative, upgrading the existing freeway, and construction of a new freeway on a new alignment, are under consideration. The upgrade alternative would involve development of a four-lane rural arterial. In most areas, the existing roadway would be widened to include four 3.6-meter travel lanes, with a 1.2-meter flush median and 2.4-meter shoulders. Turning lanes would be included at major intersections, and a continuous two-way left-turn lane would be provided through Springville. Alignment improvements are included in areas with no major right-of-way constraints. An at-grade railroad crossing would be eliminated near the Hamlet of Great Valley. Most of the existing bridges along the route would be reconstructed. An at-grade intersection could be provided at State Route 417, though a flyover would also be considered. Bypasses would be provided for Ellicottville and Salamanca and could be provided for Ashford Hollow. The facility would allow unrestricted passing. The new freeway alternative, which has been selected as the preferred alternative, would feature two 3.6-meter travel lanes in each direction, three-meter right shoulders, 1.8-meter left shoulders, and variable width medians (11 meters to 80 meters) except in areas where right-of-way widths do not allow medians; in restricted width areas, barriers are proposed. Bridges would be provided at Cattaraugus Creek, Beaver Meadows Road, S.R. 242, Somerville Valley, and the intersection of the facility with S.R. 417, Great Valley Creek, two railway tracks, and the Allegheny River. Existing U.S. 219 would be retained. Estimated costs of the upgrade and new freeway alternatives are $297.3 million and $612.6 million, respectively. POSITIVE IMPACTS: Allowance of unrestricted passing in areas currently limited to restricted passing would improve traffic flow under the Upgrade Alternative, and roadway capacity would be doubled. The Freeway Alternative would provide, by far, the most superior travel times for highway users in the corridor. NEGATIVE IMPACTS: The Upgrade Alternative would impact 13 of 24 major farm operations in the corridor, displacing 77.5 hectares of farmland, while the Freeway Alternative would impact 19 of 24 farm operations, displacing 168.5 hectares of farmland. Acquisition of a total of 168 hectares of rights-of-way would result in displacement of 35 residential units and three commercial buildings occupied by two businesses under the upgrade alternative. Acquisition of a total of 855 hectares of right-of-way would result in displacement of 63 residential units and one business under the freeway alternative. Noise impacts would affect 491 properties under the No Action Alternative, 497 under the upgrade alternative, and 573 under the freeway alternative. The upgrade or freeway alternative, respectively, would require acquisition of 15 or 12 sites eligible for inclusion in the National Register of Historic Places. The facility would traverse Seneca Nation tribal lands. 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.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 98-0240D, Volume 22, Number 3. JF - EPA number: 030176, FEIS--971 pages and maps, Appendices A&B--186 pages (oversize), Appendices C-I--821 pages and maps, Appendix G--97 pages (oversize), Appendices J-K--782 pages and maps, Appendices M-Q--879 pages, Appendices R-T--976; Appendix U--439 pages and maps, April 16, 2003 PY - 2003 VL - 3 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-98-02-F KW - Air Quality Assessments KW - Bridges KW - Cost Assessments KW - Easements KW - Economic Assessments KW - Energy Consumption Assessments KW - Farmlands KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Hydraulic Assessments KW - Indian Reservations KW - Noise Assessments KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Traffic Analyses KW - Visual Resources Surveys KW - Water Quality Assessments KW - Wetlands KW - Water Quality KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36344030?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=U.S.+ROUTE+219%2C+SPRINGVILLE+TO+SALAMANCA%2C+ERIE+AND+CATTARAUGUS+COUNTIES%2C+N.Y+%28P.I.N.+5101.53%29.&rft.title=U.S.+ROUTE+219%2C+SPRINGVILLE+TO+SALAMANCA%2C+ERIE+AND+CATTARAUGUS+COUNTIES%2C+N.Y+%28P.I.N.+5101.53%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 - 2006-05-01 N1 - SuppNotes - Final. Preparation date: April 16, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. [Part 18 of 79] T2 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. AN - 36343665; 10054-030175_0018 AB - PURPOSE: The construction of 33 miles of four-lane, divided, controlled-access, highway within the Interstate 66 (I-66) corridor from US 23/119 south of Pikeville, Kentucky to King Coal Highway southeast of Matewan, West Virginia is proposed. The project study area encompasses a southwest to northeast band running across central Pike County, continuing across the Kentucky/West Virginia state line at Tug Fork River, and finally extending five miles into southwestern Mingo County. In addition to a No-Build Alternative, two northerly and two southerly alignment alternatives and four alignments for connectors linking the northern and southern alternates are considered in the draft EIS. This condensed final EIS provides only information pertinent to the preferred alternative. The highway would have a design speed of 70 miles per hour (mph) within Kentucky and 6 mph within West Virginia, limit the minimum curve radius to 1,910 feet in Kentucky and 1,295 feet in West Virginia, limit the maximum grade to five percent in Kentucky and six percent in West Virginia, ensure a minimum stopping sight distance of 615 feet in Kentucky and 750 feet in West Virginia, feature a 60-foot-wide depressed median in Kentucky and a maximum 40-foot-wide median in West Virginia, and provide for 12-foot-wide shoulders. Access would be provided via four interchanges, though two at-grade intersections per mile would be allowed in West Virginia. Coal uncovered during construction would be removed and sold. POSITIVE IMPACTS: The proposed extension of I-66 would not only facilitate through traffic between the study corridor termini, but would also serve several communities in Pike and Mingo counties that have historically been poorly isolated from major transportation routes. The new facility would enhance access to jobs, markets, and services, reduce regional accident potentials, and reduce travel times at all levels of travel. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements would displace 2,000 to 2,260 acres for the mainline segments and 167 to 172 acres for the connector segments. Most of the displaced land would be forest, though some farmland would be lost as well. The project would also displace 84 to 190 residences and one to 11 businesses and could displace one or two cemeteries and one church. From three to 11 wetland areas, involving 0.65 to 5.92 acres, could be affected, and the project would traverse floodplain land. Hazardous waste sites could be encountered during construction. Construction activities could fracture underlying sandstone, resulting in degradation of groundwater quality and water quality in associated wells. Excavation could result in acid drainage. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), National Highway System Designation Act of 1995, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0206D, Volume 26, Number 2. JF - EPA number: 030175, 478 pages and maps, April 16, 2003 PY - 2003 VL - 18 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-01-01-F KW - Acids KW - Cemeteries KW - Coal KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Mining KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Water Quality KW - Wetlands KW - Kentucky KW - West Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - National Highway System Designation Act of 1995, 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/36343665?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&rft.title=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&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 - Final. Preparation date: April 16, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. [Part 57 of 79] T2 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. AN - 36343602; 10054-030175_0057 AB - PURPOSE: The construction of 33 miles of four-lane, divided, controlled-access, highway within the Interstate 66 (I-66) corridor from US 23/119 south of Pikeville, Kentucky to King Coal Highway southeast of Matewan, West Virginia is proposed. The project study area encompasses a southwest to northeast band running across central Pike County, continuing across the Kentucky/West Virginia state line at Tug Fork River, and finally extending five miles into southwestern Mingo County. In addition to a No-Build Alternative, two northerly and two southerly alignment alternatives and four alignments for connectors linking the northern and southern alternates are considered in the draft EIS. This condensed final EIS provides only information pertinent to the preferred alternative. The highway would have a design speed of 70 miles per hour (mph) within Kentucky and 6 mph within West Virginia, limit the minimum curve radius to 1,910 feet in Kentucky and 1,295 feet in West Virginia, limit the maximum grade to five percent in Kentucky and six percent in West Virginia, ensure a minimum stopping sight distance of 615 feet in Kentucky and 750 feet in West Virginia, feature a 60-foot-wide depressed median in Kentucky and a maximum 40-foot-wide median in West Virginia, and provide for 12-foot-wide shoulders. Access would be provided via four interchanges, though two at-grade intersections per mile would be allowed in West Virginia. Coal uncovered during construction would be removed and sold. POSITIVE IMPACTS: The proposed extension of I-66 would not only facilitate through traffic between the study corridor termini, but would also serve several communities in Pike and Mingo counties that have historically been poorly isolated from major transportation routes. The new facility would enhance access to jobs, markets, and services, reduce regional accident potentials, and reduce travel times at all levels of travel. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements would displace 2,000 to 2,260 acres for the mainline segments and 167 to 172 acres for the connector segments. Most of the displaced land would be forest, though some farmland would be lost as well. The project would also displace 84 to 190 residences and one to 11 businesses and could displace one or two cemeteries and one church. From three to 11 wetland areas, involving 0.65 to 5.92 acres, could be affected, and the project would traverse floodplain land. Hazardous waste sites could be encountered during construction. Construction activities could fracture underlying sandstone, resulting in degradation of groundwater quality and water quality in associated wells. Excavation could result in acid drainage. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), National Highway System Designation Act of 1995, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0206D, Volume 26, Number 2. JF - EPA number: 030175, 478 pages and maps, April 16, 2003 PY - 2003 VL - 57 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-01-01-F KW - Acids KW - Cemeteries KW - Coal KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Mining KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Water Quality KW - Wetlands KW - Kentucky KW - West Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - National Highway System Designation Act of 1995, 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/36343602?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&rft.title=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&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 - Final. Preparation date: April 16, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. [Part 20 of 79] T2 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. AN - 36343479; 10054-030175_0020 AB - PURPOSE: The construction of 33 miles of four-lane, divided, controlled-access, highway within the Interstate 66 (I-66) corridor from US 23/119 south of Pikeville, Kentucky to King Coal Highway southeast of Matewan, West Virginia is proposed. The project study area encompasses a southwest to northeast band running across central Pike County, continuing across the Kentucky/West Virginia state line at Tug Fork River, and finally extending five miles into southwestern Mingo County. In addition to a No-Build Alternative, two northerly and two southerly alignment alternatives and four alignments for connectors linking the northern and southern alternates are considered in the draft EIS. This condensed final EIS provides only information pertinent to the preferred alternative. The highway would have a design speed of 70 miles per hour (mph) within Kentucky and 6 mph within West Virginia, limit the minimum curve radius to 1,910 feet in Kentucky and 1,295 feet in West Virginia, limit the maximum grade to five percent in Kentucky and six percent in West Virginia, ensure a minimum stopping sight distance of 615 feet in Kentucky and 750 feet in West Virginia, feature a 60-foot-wide depressed median in Kentucky and a maximum 40-foot-wide median in West Virginia, and provide for 12-foot-wide shoulders. Access would be provided via four interchanges, though two at-grade intersections per mile would be allowed in West Virginia. Coal uncovered during construction would be removed and sold. POSITIVE IMPACTS: The proposed extension of I-66 would not only facilitate through traffic between the study corridor termini, but would also serve several communities in Pike and Mingo counties that have historically been poorly isolated from major transportation routes. The new facility would enhance access to jobs, markets, and services, reduce regional accident potentials, and reduce travel times at all levels of travel. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements would displace 2,000 to 2,260 acres for the mainline segments and 167 to 172 acres for the connector segments. Most of the displaced land would be forest, though some farmland would be lost as well. The project would also displace 84 to 190 residences and one to 11 businesses and could displace one or two cemeteries and one church. From three to 11 wetland areas, involving 0.65 to 5.92 acres, could be affected, and the project would traverse floodplain land. Hazardous waste sites could be encountered during construction. Construction activities could fracture underlying sandstone, resulting in degradation of groundwater quality and water quality in associated wells. Excavation could result in acid drainage. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), National Highway System Designation Act of 1995, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0206D, Volume 26, Number 2. JF - EPA number: 030175, 478 pages and maps, April 16, 2003 PY - 2003 VL - 20 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-01-01-F KW - Acids KW - Cemeteries KW - Coal KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Mining KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Water Quality KW - Wetlands KW - Kentucky KW - West Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - National Highway System Designation Act of 1995, 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/36343479?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&rft.title=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&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 - Final. Preparation date: April 16, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. [Part 46 of 79] T2 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. AN - 36343420; 10054-030175_0046 AB - PURPOSE: The construction of 33 miles of four-lane, divided, controlled-access, highway within the Interstate 66 (I-66) corridor from US 23/119 south of Pikeville, Kentucky to King Coal Highway southeast of Matewan, West Virginia is proposed. The project study area encompasses a southwest to northeast band running across central Pike County, continuing across the Kentucky/West Virginia state line at Tug Fork River, and finally extending five miles into southwestern Mingo County. In addition to a No-Build Alternative, two northerly and two southerly alignment alternatives and four alignments for connectors linking the northern and southern alternates are considered in the draft EIS. This condensed final EIS provides only information pertinent to the preferred alternative. The highway would have a design speed of 70 miles per hour (mph) within Kentucky and 6 mph within West Virginia, limit the minimum curve radius to 1,910 feet in Kentucky and 1,295 feet in West Virginia, limit the maximum grade to five percent in Kentucky and six percent in West Virginia, ensure a minimum stopping sight distance of 615 feet in Kentucky and 750 feet in West Virginia, feature a 60-foot-wide depressed median in Kentucky and a maximum 40-foot-wide median in West Virginia, and provide for 12-foot-wide shoulders. Access would be provided via four interchanges, though two at-grade intersections per mile would be allowed in West Virginia. Coal uncovered during construction would be removed and sold. POSITIVE IMPACTS: The proposed extension of I-66 would not only facilitate through traffic between the study corridor termini, but would also serve several communities in Pike and Mingo counties that have historically been poorly isolated from major transportation routes. The new facility would enhance access to jobs, markets, and services, reduce regional accident potentials, and reduce travel times at all levels of travel. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements would displace 2,000 to 2,260 acres for the mainline segments and 167 to 172 acres for the connector segments. Most of the displaced land would be forest, though some farmland would be lost as well. The project would also displace 84 to 190 residences and one to 11 businesses and could displace one or two cemeteries and one church. From three to 11 wetland areas, involving 0.65 to 5.92 acres, could be affected, and the project would traverse floodplain land. Hazardous waste sites could be encountered during construction. Construction activities could fracture underlying sandstone, resulting in degradation of groundwater quality and water quality in associated wells. Excavation could result in acid drainage. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), National Highway System Designation Act of 1995, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0206D, Volume 26, Number 2. JF - EPA number: 030175, 478 pages and maps, April 16, 2003 PY - 2003 VL - 46 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-01-01-F KW - Acids KW - Cemeteries KW - Coal KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Mining KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Water Quality KW - Wetlands KW - Kentucky KW - West Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - National Highway System Designation Act of 1995, 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/36343420?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&rft.title=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&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 - Final. Preparation date: April 16, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. [Part 19 of 79] T2 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. AN - 36343358; 10054-030175_0019 AB - PURPOSE: The construction of 33 miles of four-lane, divided, controlled-access, highway within the Interstate 66 (I-66) corridor from US 23/119 south of Pikeville, Kentucky to King Coal Highway southeast of Matewan, West Virginia is proposed. The project study area encompasses a southwest to northeast band running across central Pike County, continuing across the Kentucky/West Virginia state line at Tug Fork River, and finally extending five miles into southwestern Mingo County. In addition to a No-Build Alternative, two northerly and two southerly alignment alternatives and four alignments for connectors linking the northern and southern alternates are considered in the draft EIS. This condensed final EIS provides only information pertinent to the preferred alternative. The highway would have a design speed of 70 miles per hour (mph) within Kentucky and 6 mph within West Virginia, limit the minimum curve radius to 1,910 feet in Kentucky and 1,295 feet in West Virginia, limit the maximum grade to five percent in Kentucky and six percent in West Virginia, ensure a minimum stopping sight distance of 615 feet in Kentucky and 750 feet in West Virginia, feature a 60-foot-wide depressed median in Kentucky and a maximum 40-foot-wide median in West Virginia, and provide for 12-foot-wide shoulders. Access would be provided via four interchanges, though two at-grade intersections per mile would be allowed in West Virginia. Coal uncovered during construction would be removed and sold. POSITIVE IMPACTS: The proposed extension of I-66 would not only facilitate through traffic between the study corridor termini, but would also serve several communities in Pike and Mingo counties that have historically been poorly isolated from major transportation routes. The new facility would enhance access to jobs, markets, and services, reduce regional accident potentials, and reduce travel times at all levels of travel. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements would displace 2,000 to 2,260 acres for the mainline segments and 167 to 172 acres for the connector segments. Most of the displaced land would be forest, though some farmland would be lost as well. The project would also displace 84 to 190 residences and one to 11 businesses and could displace one or two cemeteries and one church. From three to 11 wetland areas, involving 0.65 to 5.92 acres, could be affected, and the project would traverse floodplain land. Hazardous waste sites could be encountered during construction. Construction activities could fracture underlying sandstone, resulting in degradation of groundwater quality and water quality in associated wells. Excavation could result in acid drainage. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), National Highway System Designation Act of 1995, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0206D, Volume 26, Number 2. JF - EPA number: 030175, 478 pages and maps, April 16, 2003 PY - 2003 VL - 19 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-01-01-F KW - Acids KW - Cemeteries KW - Coal KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Mining KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Water Quality KW - Wetlands KW - Kentucky KW - West Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - National Highway System Designation Act of 1995, 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/36343358?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&rft.title=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&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 - Final. Preparation date: April 16, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. [Part 41 of 79] T2 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. AN - 36343311; 10054-030175_0041 AB - PURPOSE: The construction of 33 miles of four-lane, divided, controlled-access, highway within the Interstate 66 (I-66) corridor from US 23/119 south of Pikeville, Kentucky to King Coal Highway southeast of Matewan, West Virginia is proposed. The project study area encompasses a southwest to northeast band running across central Pike County, continuing across the Kentucky/West Virginia state line at Tug Fork River, and finally extending five miles into southwestern Mingo County. In addition to a No-Build Alternative, two northerly and two southerly alignment alternatives and four alignments for connectors linking the northern and southern alternates are considered in the draft EIS. This condensed final EIS provides only information pertinent to the preferred alternative. The highway would have a design speed of 70 miles per hour (mph) within Kentucky and 6 mph within West Virginia, limit the minimum curve radius to 1,910 feet in Kentucky and 1,295 feet in West Virginia, limit the maximum grade to five percent in Kentucky and six percent in West Virginia, ensure a minimum stopping sight distance of 615 feet in Kentucky and 750 feet in West Virginia, feature a 60-foot-wide depressed median in Kentucky and a maximum 40-foot-wide median in West Virginia, and provide for 12-foot-wide shoulders. Access would be provided via four interchanges, though two at-grade intersections per mile would be allowed in West Virginia. Coal uncovered during construction would be removed and sold. POSITIVE IMPACTS: The proposed extension of I-66 would not only facilitate through traffic between the study corridor termini, but would also serve several communities in Pike and Mingo counties that have historically been poorly isolated from major transportation routes. The new facility would enhance access to jobs, markets, and services, reduce regional accident potentials, and reduce travel times at all levels of travel. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements would displace 2,000 to 2,260 acres for the mainline segments and 167 to 172 acres for the connector segments. Most of the displaced land would be forest, though some farmland would be lost as well. The project would also displace 84 to 190 residences and one to 11 businesses and could displace one or two cemeteries and one church. From three to 11 wetland areas, involving 0.65 to 5.92 acres, could be affected, and the project would traverse floodplain land. Hazardous waste sites could be encountered during construction. Construction activities could fracture underlying sandstone, resulting in degradation of groundwater quality and water quality in associated wells. Excavation could result in acid drainage. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), National Highway System Designation Act of 1995, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0206D, Volume 26, Number 2. JF - EPA number: 030175, 478 pages and maps, April 16, 2003 PY - 2003 VL - 41 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-01-01-F KW - Acids KW - Cemeteries KW - Coal KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Mining KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Water Quality KW - Wetlands KW - Kentucky KW - West Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - National Highway System Designation Act of 1995, 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/36343311?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&rft.title=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&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 - Final. Preparation date: April 16, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. [Part 78 of 79] T2 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. AN - 36342934; 10054-030175_0078 AB - PURPOSE: The construction of 33 miles of four-lane, divided, controlled-access, highway within the Interstate 66 (I-66) corridor from US 23/119 south of Pikeville, Kentucky to King Coal Highway southeast of Matewan, West Virginia is proposed. The project study area encompasses a southwest to northeast band running across central Pike County, continuing across the Kentucky/West Virginia state line at Tug Fork River, and finally extending five miles into southwestern Mingo County. In addition to a No-Build Alternative, two northerly and two southerly alignment alternatives and four alignments for connectors linking the northern and southern alternates are considered in the draft EIS. This condensed final EIS provides only information pertinent to the preferred alternative. The highway would have a design speed of 70 miles per hour (mph) within Kentucky and 6 mph within West Virginia, limit the minimum curve radius to 1,910 feet in Kentucky and 1,295 feet in West Virginia, limit the maximum grade to five percent in Kentucky and six percent in West Virginia, ensure a minimum stopping sight distance of 615 feet in Kentucky and 750 feet in West Virginia, feature a 60-foot-wide depressed median in Kentucky and a maximum 40-foot-wide median in West Virginia, and provide for 12-foot-wide shoulders. Access would be provided via four interchanges, though two at-grade intersections per mile would be allowed in West Virginia. Coal uncovered during construction would be removed and sold. POSITIVE IMPACTS: The proposed extension of I-66 would not only facilitate through traffic between the study corridor termini, but would also serve several communities in Pike and Mingo counties that have historically been poorly isolated from major transportation routes. The new facility would enhance access to jobs, markets, and services, reduce regional accident potentials, and reduce travel times at all levels of travel. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements would displace 2,000 to 2,260 acres for the mainline segments and 167 to 172 acres for the connector segments. Most of the displaced land would be forest, though some farmland would be lost as well. The project would also displace 84 to 190 residences and one to 11 businesses and could displace one or two cemeteries and one church. From three to 11 wetland areas, involving 0.65 to 5.92 acres, could be affected, and the project would traverse floodplain land. Hazardous waste sites could be encountered during construction. Construction activities could fracture underlying sandstone, resulting in degradation of groundwater quality and water quality in associated wells. Excavation could result in acid drainage. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), National Highway System Designation Act of 1995, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0206D, Volume 26, Number 2. JF - EPA number: 030175, 478 pages and maps, April 16, 2003 PY - 2003 VL - 78 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-01-01-F KW - Acids KW - Cemeteries KW - Coal KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Mining KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Water Quality KW - Wetlands KW - Kentucky KW - West Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - National Highway System Designation Act of 1995, 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/36342934?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&rft.title=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&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 - Final. Preparation date: April 16, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. [Part 40 of 79] T2 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. AN - 36342699; 10054-030175_0040 AB - PURPOSE: The construction of 33 miles of four-lane, divided, controlled-access, highway within the Interstate 66 (I-66) corridor from US 23/119 south of Pikeville, Kentucky to King Coal Highway southeast of Matewan, West Virginia is proposed. The project study area encompasses a southwest to northeast band running across central Pike County, continuing across the Kentucky/West Virginia state line at Tug Fork River, and finally extending five miles into southwestern Mingo County. In addition to a No-Build Alternative, two northerly and two southerly alignment alternatives and four alignments for connectors linking the northern and southern alternates are considered in the draft EIS. This condensed final EIS provides only information pertinent to the preferred alternative. The highway would have a design speed of 70 miles per hour (mph) within Kentucky and 6 mph within West Virginia, limit the minimum curve radius to 1,910 feet in Kentucky and 1,295 feet in West Virginia, limit the maximum grade to five percent in Kentucky and six percent in West Virginia, ensure a minimum stopping sight distance of 615 feet in Kentucky and 750 feet in West Virginia, feature a 60-foot-wide depressed median in Kentucky and a maximum 40-foot-wide median in West Virginia, and provide for 12-foot-wide shoulders. Access would be provided via four interchanges, though two at-grade intersections per mile would be allowed in West Virginia. Coal uncovered during construction would be removed and sold. POSITIVE IMPACTS: The proposed extension of I-66 would not only facilitate through traffic between the study corridor termini, but would also serve several communities in Pike and Mingo counties that have historically been poorly isolated from major transportation routes. The new facility would enhance access to jobs, markets, and services, reduce regional accident potentials, and reduce travel times at all levels of travel. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements would displace 2,000 to 2,260 acres for the mainline segments and 167 to 172 acres for the connector segments. Most of the displaced land would be forest, though some farmland would be lost as well. The project would also displace 84 to 190 residences and one to 11 businesses and could displace one or two cemeteries and one church. From three to 11 wetland areas, involving 0.65 to 5.92 acres, could be affected, and the project would traverse floodplain land. Hazardous waste sites could be encountered during construction. Construction activities could fracture underlying sandstone, resulting in degradation of groundwater quality and water quality in associated wells. Excavation could result in acid drainage. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), National Highway System Designation Act of 1995, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0206D, Volume 26, Number 2. JF - EPA number: 030175, 478 pages and maps, April 16, 2003 PY - 2003 VL - 40 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-01-01-F KW - Acids KW - Cemeteries KW - Coal KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Mining KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Water Quality KW - Wetlands KW - Kentucky KW - West Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - National Highway System Designation Act of 1995, 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/36342699?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&rft.title=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&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 - Final. Preparation date: April 16, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. [Part 45 of 79] T2 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. AN - 36342625; 10054-030175_0045 AB - PURPOSE: The construction of 33 miles of four-lane, divided, controlled-access, highway within the Interstate 66 (I-66) corridor from US 23/119 south of Pikeville, Kentucky to King Coal Highway southeast of Matewan, West Virginia is proposed. The project study area encompasses a southwest to northeast band running across central Pike County, continuing across the Kentucky/West Virginia state line at Tug Fork River, and finally extending five miles into southwestern Mingo County. In addition to a No-Build Alternative, two northerly and two southerly alignment alternatives and four alignments for connectors linking the northern and southern alternates are considered in the draft EIS. This condensed final EIS provides only information pertinent to the preferred alternative. The highway would have a design speed of 70 miles per hour (mph) within Kentucky and 6 mph within West Virginia, limit the minimum curve radius to 1,910 feet in Kentucky and 1,295 feet in West Virginia, limit the maximum grade to five percent in Kentucky and six percent in West Virginia, ensure a minimum stopping sight distance of 615 feet in Kentucky and 750 feet in West Virginia, feature a 60-foot-wide depressed median in Kentucky and a maximum 40-foot-wide median in West Virginia, and provide for 12-foot-wide shoulders. Access would be provided via four interchanges, though two at-grade intersections per mile would be allowed in West Virginia. Coal uncovered during construction would be removed and sold. POSITIVE IMPACTS: The proposed extension of I-66 would not only facilitate through traffic between the study corridor termini, but would also serve several communities in Pike and Mingo counties that have historically been poorly isolated from major transportation routes. The new facility would enhance access to jobs, markets, and services, reduce regional accident potentials, and reduce travel times at all levels of travel. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements would displace 2,000 to 2,260 acres for the mainline segments and 167 to 172 acres for the connector segments. Most of the displaced land would be forest, though some farmland would be lost as well. The project would also displace 84 to 190 residences and one to 11 businesses and could displace one or two cemeteries and one church. From three to 11 wetland areas, involving 0.65 to 5.92 acres, could be affected, and the project would traverse floodplain land. Hazardous waste sites could be encountered during construction. Construction activities could fracture underlying sandstone, resulting in degradation of groundwater quality and water quality in associated wells. Excavation could result in acid drainage. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), National Highway System Designation Act of 1995, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0206D, Volume 26, Number 2. JF - EPA number: 030175, 478 pages and maps, April 16, 2003 PY - 2003 VL - 45 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-01-01-F KW - Acids KW - Cemeteries KW - Coal KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Mining KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Water Quality KW - Wetlands KW - Kentucky KW - West Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - National Highway System Designation Act of 1995, 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/36342625?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&rft.title=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&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 - Final. Preparation date: April 16, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. [Part 30 of 79] T2 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. AN - 36342567; 10054-030175_0030 AB - PURPOSE: The construction of 33 miles of four-lane, divided, controlled-access, highway within the Interstate 66 (I-66) corridor from US 23/119 south of Pikeville, Kentucky to King Coal Highway southeast of Matewan, West Virginia is proposed. The project study area encompasses a southwest to northeast band running across central Pike County, continuing across the Kentucky/West Virginia state line at Tug Fork River, and finally extending five miles into southwestern Mingo County. In addition to a No-Build Alternative, two northerly and two southerly alignment alternatives and four alignments for connectors linking the northern and southern alternates are considered in the draft EIS. This condensed final EIS provides only information pertinent to the preferred alternative. The highway would have a design speed of 70 miles per hour (mph) within Kentucky and 6 mph within West Virginia, limit the minimum curve radius to 1,910 feet in Kentucky and 1,295 feet in West Virginia, limit the maximum grade to five percent in Kentucky and six percent in West Virginia, ensure a minimum stopping sight distance of 615 feet in Kentucky and 750 feet in West Virginia, feature a 60-foot-wide depressed median in Kentucky and a maximum 40-foot-wide median in West Virginia, and provide for 12-foot-wide shoulders. Access would be provided via four interchanges, though two at-grade intersections per mile would be allowed in West Virginia. Coal uncovered during construction would be removed and sold. POSITIVE IMPACTS: The proposed extension of I-66 would not only facilitate through traffic between the study corridor termini, but would also serve several communities in Pike and Mingo counties that have historically been poorly isolated from major transportation routes. The new facility would enhance access to jobs, markets, and services, reduce regional accident potentials, and reduce travel times at all levels of travel. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements would displace 2,000 to 2,260 acres for the mainline segments and 167 to 172 acres for the connector segments. Most of the displaced land would be forest, though some farmland would be lost as well. The project would also displace 84 to 190 residences and one to 11 businesses and could displace one or two cemeteries and one church. From three to 11 wetland areas, involving 0.65 to 5.92 acres, could be affected, and the project would traverse floodplain land. Hazardous waste sites could be encountered during construction. Construction activities could fracture underlying sandstone, resulting in degradation of groundwater quality and water quality in associated wells. Excavation could result in acid drainage. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), National Highway System Designation Act of 1995, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0206D, Volume 26, Number 2. JF - EPA number: 030175, 478 pages and maps, April 16, 2003 PY - 2003 VL - 30 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-01-01-F KW - Acids KW - Cemeteries KW - Coal KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Mining KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Water Quality KW - Wetlands KW - Kentucky KW - West Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - National Highway System Designation Act of 1995, 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/36342567?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&rft.title=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&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 - Final. Preparation date: April 16, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. [Part 31 of 79] T2 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. AN - 36341977; 10054-030175_0031 AB - PURPOSE: The construction of 33 miles of four-lane, divided, controlled-access, highway within the Interstate 66 (I-66) corridor from US 23/119 south of Pikeville, Kentucky to King Coal Highway southeast of Matewan, West Virginia is proposed. The project study area encompasses a southwest to northeast band running across central Pike County, continuing across the Kentucky/West Virginia state line at Tug Fork River, and finally extending five miles into southwestern Mingo County. In addition to a No-Build Alternative, two northerly and two southerly alignment alternatives and four alignments for connectors linking the northern and southern alternates are considered in the draft EIS. This condensed final EIS provides only information pertinent to the preferred alternative. The highway would have a design speed of 70 miles per hour (mph) within Kentucky and 6 mph within West Virginia, limit the minimum curve radius to 1,910 feet in Kentucky and 1,295 feet in West Virginia, limit the maximum grade to five percent in Kentucky and six percent in West Virginia, ensure a minimum stopping sight distance of 615 feet in Kentucky and 750 feet in West Virginia, feature a 60-foot-wide depressed median in Kentucky and a maximum 40-foot-wide median in West Virginia, and provide for 12-foot-wide shoulders. Access would be provided via four interchanges, though two at-grade intersections per mile would be allowed in West Virginia. Coal uncovered during construction would be removed and sold. POSITIVE IMPACTS: The proposed extension of I-66 would not only facilitate through traffic between the study corridor termini, but would also serve several communities in Pike and Mingo counties that have historically been poorly isolated from major transportation routes. The new facility would enhance access to jobs, markets, and services, reduce regional accident potentials, and reduce travel times at all levels of travel. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements would displace 2,000 to 2,260 acres for the mainline segments and 167 to 172 acres for the connector segments. Most of the displaced land would be forest, though some farmland would be lost as well. The project would also displace 84 to 190 residences and one to 11 businesses and could displace one or two cemeteries and one church. From three to 11 wetland areas, involving 0.65 to 5.92 acres, could be affected, and the project would traverse floodplain land. Hazardous waste sites could be encountered during construction. Construction activities could fracture underlying sandstone, resulting in degradation of groundwater quality and water quality in associated wells. Excavation could result in acid drainage. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), National Highway System Designation Act of 1995, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0206D, Volume 26, Number 2. JF - EPA number: 030175, 478 pages and maps, April 16, 2003 PY - 2003 VL - 31 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-01-01-F KW - Acids KW - Cemeteries KW - Coal KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Mining KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Water Quality KW - Wetlands KW - Kentucky KW - West Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - National Highway System Designation Act of 1995, 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/36341977?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&rft.title=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&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 - Final. Preparation date: April 16, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. [Part 25 of 79] T2 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. AN - 36341417; 10054-030175_0025 AB - PURPOSE: The construction of 33 miles of four-lane, divided, controlled-access, highway within the Interstate 66 (I-66) corridor from US 23/119 south of Pikeville, Kentucky to King Coal Highway southeast of Matewan, West Virginia is proposed. The project study area encompasses a southwest to northeast band running across central Pike County, continuing across the Kentucky/West Virginia state line at Tug Fork River, and finally extending five miles into southwestern Mingo County. In addition to a No-Build Alternative, two northerly and two southerly alignment alternatives and four alignments for connectors linking the northern and southern alternates are considered in the draft EIS. This condensed final EIS provides only information pertinent to the preferred alternative. The highway would have a design speed of 70 miles per hour (mph) within Kentucky and 6 mph within West Virginia, limit the minimum curve radius to 1,910 feet in Kentucky and 1,295 feet in West Virginia, limit the maximum grade to five percent in Kentucky and six percent in West Virginia, ensure a minimum stopping sight distance of 615 feet in Kentucky and 750 feet in West Virginia, feature a 60-foot-wide depressed median in Kentucky and a maximum 40-foot-wide median in West Virginia, and provide for 12-foot-wide shoulders. Access would be provided via four interchanges, though two at-grade intersections per mile would be allowed in West Virginia. Coal uncovered during construction would be removed and sold. POSITIVE IMPACTS: The proposed extension of I-66 would not only facilitate through traffic between the study corridor termini, but would also serve several communities in Pike and Mingo counties that have historically been poorly isolated from major transportation routes. The new facility would enhance access to jobs, markets, and services, reduce regional accident potentials, and reduce travel times at all levels of travel. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements would displace 2,000 to 2,260 acres for the mainline segments and 167 to 172 acres for the connector segments. Most of the displaced land would be forest, though some farmland would be lost as well. The project would also displace 84 to 190 residences and one to 11 businesses and could displace one or two cemeteries and one church. From three to 11 wetland areas, involving 0.65 to 5.92 acres, could be affected, and the project would traverse floodplain land. Hazardous waste sites could be encountered during construction. Construction activities could fracture underlying sandstone, resulting in degradation of groundwater quality and water quality in associated wells. Excavation could result in acid drainage. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), National Highway System Designation Act of 1995, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0206D, Volume 26, Number 2. JF - EPA number: 030175, 478 pages and maps, April 16, 2003 PY - 2003 VL - 25 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-01-01-F KW - Acids KW - Cemeteries KW - Coal KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Mining KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Water Quality KW - Wetlands KW - Kentucky KW - West Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - National Highway System Designation Act of 1995, 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/36341417?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&rft.title=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&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 - Final. Preparation date: April 16, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. [Part 22 of 79] T2 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. AN - 36339870; 10054-030175_0022 AB - PURPOSE: The construction of 33 miles of four-lane, divided, controlled-access, highway within the Interstate 66 (I-66) corridor from US 23/119 south of Pikeville, Kentucky to King Coal Highway southeast of Matewan, West Virginia is proposed. The project study area encompasses a southwest to northeast band running across central Pike County, continuing across the Kentucky/West Virginia state line at Tug Fork River, and finally extending five miles into southwestern Mingo County. In addition to a No-Build Alternative, two northerly and two southerly alignment alternatives and four alignments for connectors linking the northern and southern alternates are considered in the draft EIS. This condensed final EIS provides only information pertinent to the preferred alternative. The highway would have a design speed of 70 miles per hour (mph) within Kentucky and 6 mph within West Virginia, limit the minimum curve radius to 1,910 feet in Kentucky and 1,295 feet in West Virginia, limit the maximum grade to five percent in Kentucky and six percent in West Virginia, ensure a minimum stopping sight distance of 615 feet in Kentucky and 750 feet in West Virginia, feature a 60-foot-wide depressed median in Kentucky and a maximum 40-foot-wide median in West Virginia, and provide for 12-foot-wide shoulders. Access would be provided via four interchanges, though two at-grade intersections per mile would be allowed in West Virginia. Coal uncovered during construction would be removed and sold. POSITIVE IMPACTS: The proposed extension of I-66 would not only facilitate through traffic between the study corridor termini, but would also serve several communities in Pike and Mingo counties that have historically been poorly isolated from major transportation routes. The new facility would enhance access to jobs, markets, and services, reduce regional accident potentials, and reduce travel times at all levels of travel. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements would displace 2,000 to 2,260 acres for the mainline segments and 167 to 172 acres for the connector segments. Most of the displaced land would be forest, though some farmland would be lost as well. The project would also displace 84 to 190 residences and one to 11 businesses and could displace one or two cemeteries and one church. From three to 11 wetland areas, involving 0.65 to 5.92 acres, could be affected, and the project would traverse floodplain land. Hazardous waste sites could be encountered during construction. Construction activities could fracture underlying sandstone, resulting in degradation of groundwater quality and water quality in associated wells. Excavation could result in acid drainage. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), National Highway System Designation Act of 1995, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0206D, Volume 26, Number 2. JF - EPA number: 030175, 478 pages and maps, April 16, 2003 PY - 2003 VL - 22 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-01-01-F KW - Acids KW - Cemeteries KW - Coal KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Mining KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Water Quality KW - Wetlands KW - Kentucky KW - West Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - National Highway System Designation Act of 1995, 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/36339870?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&rft.title=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&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 - Final. Preparation date: April 16, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SAKONNET RIVER BRIDGE REHABILITATION OR REPLACEMENT, PORTSMOUTH & TIVERTON, NEWPORT COUNTY, RHODE ISLAND. [Part 5 of 8] T2 - SAKONNET RIVER BRIDGE REHABILITATION OR REPLACEMENT, PORTSMOUTH & TIVERTON, NEWPORT COUNTY, RHODE ISLAND. AN - 36384786; 10053-030174_0005 AB - PURPOSE: The rehabilitation or replacement of the Sakonnet River Bridge, which carries Rhode Island (RI) 24 between Portsmouth and Tiverton in Newport County, Rhode Island is proposed. Inspections of the bridge have found significant deficiencies in the concrete support piers and abutment walls, the steel substructure, steel superstructure, and the bridge deck. The deterioration and eventual failure of the steel substructure or superstructure components could result in a compromise of the structural integrity of the bridge and possible collapse of the structure. Interim repairs began in the year 2000 and will be completed in 2001. Due to the extensive nature of the rehabilitation required to address the structural deficiencies of the bridge, replacement as well as rehabilitation alternatives are considered in this final EIS. Five alternatives, including a No-Build Alternative (Alternative 1), are considered. Alternative 2 would involve full rehabilitation of the existing four-lane bridge. Alternatives 3 through 5 would involve construction of a replacement bridge at the existing bridge site or to the north or south of the existing bridge. Each of the three new bridge alternatives would address the need for improvements to RI 24 to comply with current highway design criteria and would provide bicycle and pedestrian access. The recommended highway cross-section would be 93 feet wide and include two 12-foot-wide lanes in each direction, 10-foot-wide outside shoulders, 1.75-foot-wide barriers outside the shoulders, a two-foot-wide center median with four-foot shoulders on each side, a 10-foot shared-use pathway on the north side, and a 1.5-foot pedestrial railing on the north side. Possible main span bridge structure types would include segmental concrete and cable-stayed suspension structures; in selecting the appropriate design, particular attention would be given to visual aesthetics. The crossing could be developed as a toll structure. The preferred alternative (Alternative 5) would involve construction of a new bridge south of the existing bridge. Evans Avenue would be reconstructed. Estimated cost of the preferred alternative is $108.9 million; this cost estimate does not include the cost of the possible toll plaza. POSITIVE IMPACTS: The project would provide a safe, efficient means of conveying traffic along RI 24 between Tiverton and Portsmouth, maintaining a critical north/south transportation system link between Massachusetts and Rhode Island. Adequate protection against seismic activity would be provided for a critical connection to Aquidneck Island. Pedestrian and bicycle traffic movements would also be enhanced. The approaches to the bridge would be improved. Ambient air quality would improve somewhat. NEGATIVE IMPACTS: Rights-of-way requirements would result in eight major, seven minor, and five potential property acquisition impacts. The reconstruction of Evans Avenue would alter the local neighborhood in Tiverton and a structure potentially eligible or inclusion in the National Register of Historic Places could be displaced. Impacts to wetlands would be moderate and the wetland affected is of limited value. Noise levels generated by traffic would approach exceed federal standards at one location in Portsmouth and two locations in Tiverton. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 01-0437D, Volume 25, Number 4. JF - EPA number: 030174, Volume I--671 pages and maps, Volume IIa-827 pages, volume IIb--797 pages and maps, Volume IIc--641 pages and maps, CD-ROM, April 15, 2003 PY - 2003 VL - 5 KW - Roads and Railroads KW - Agency number: FHWA-RI-EIS-00-03-F KW - Air Quality KW - Archaeological Sites Surveys KW - Bridges KW - Cost Assessments KW - Earthquakes KW - Highways KW - Historic Sites KW - Historic Sites Surveys KW - Noise Standards Violations KW - Relocation Plans KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Rhode Island KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36384786?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SAKONNET+RIVER+BRIDGE+REHABILITATION+OR+REPLACEMENT%2C+PORTSMOUTH+%26+TIVERTON%2C+NEWPORT+COUNTY%2C+RHODE+ISLAND.&rft.title=SAKONNET+RIVER+BRIDGE+REHABILITATION+OR+REPLACEMENT%2C+PORTSMOUTH+%26+TIVERTON%2C+NEWPORT+COUNTY%2C+RHODE+ISLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Providence, Rhode Island; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: April 15, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SAKONNET RIVER BRIDGE REHABILITATION OR REPLACEMENT, PORTSMOUTH & TIVERTON, NEWPORT COUNTY, RHODE ISLAND. [Part 8 of 8] T2 - SAKONNET RIVER BRIDGE REHABILITATION OR REPLACEMENT, PORTSMOUTH & TIVERTON, NEWPORT COUNTY, RHODE ISLAND. AN - 36382222; 10053-030174_0008 AB - PURPOSE: The rehabilitation or replacement of the Sakonnet River Bridge, which carries Rhode Island (RI) 24 between Portsmouth and Tiverton in Newport County, Rhode Island is proposed. Inspections of the bridge have found significant deficiencies in the concrete support piers and abutment walls, the steel substructure, steel superstructure, and the bridge deck. The deterioration and eventual failure of the steel substructure or superstructure components could result in a compromise of the structural integrity of the bridge and possible collapse of the structure. Interim repairs began in the year 2000 and will be completed in 2001. Due to the extensive nature of the rehabilitation required to address the structural deficiencies of the bridge, replacement as well as rehabilitation alternatives are considered in this final EIS. Five alternatives, including a No-Build Alternative (Alternative 1), are considered. Alternative 2 would involve full rehabilitation of the existing four-lane bridge. Alternatives 3 through 5 would involve construction of a replacement bridge at the existing bridge site or to the north or south of the existing bridge. Each of the three new bridge alternatives would address the need for improvements to RI 24 to comply with current highway design criteria and would provide bicycle and pedestrian access. The recommended highway cross-section would be 93 feet wide and include two 12-foot-wide lanes in each direction, 10-foot-wide outside shoulders, 1.75-foot-wide barriers outside the shoulders, a two-foot-wide center median with four-foot shoulders on each side, a 10-foot shared-use pathway on the north side, and a 1.5-foot pedestrial railing on the north side. Possible main span bridge structure types would include segmental concrete and cable-stayed suspension structures; in selecting the appropriate design, particular attention would be given to visual aesthetics. The crossing could be developed as a toll structure. The preferred alternative (Alternative 5) would involve construction of a new bridge south of the existing bridge. Evans Avenue would be reconstructed. Estimated cost of the preferred alternative is $108.9 million; this cost estimate does not include the cost of the possible toll plaza. POSITIVE IMPACTS: The project would provide a safe, efficient means of conveying traffic along RI 24 between Tiverton and Portsmouth, maintaining a critical north/south transportation system link between Massachusetts and Rhode Island. Adequate protection against seismic activity would be provided for a critical connection to Aquidneck Island. Pedestrian and bicycle traffic movements would also be enhanced. The approaches to the bridge would be improved. Ambient air quality would improve somewhat. NEGATIVE IMPACTS: Rights-of-way requirements would result in eight major, seven minor, and five potential property acquisition impacts. The reconstruction of Evans Avenue would alter the local neighborhood in Tiverton and a structure potentially eligible or inclusion in the National Register of Historic Places could be displaced. Impacts to wetlands would be moderate and the wetland affected is of limited value. Noise levels generated by traffic would approach exceed federal standards at one location in Portsmouth and two locations in Tiverton. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 01-0437D, Volume 25, Number 4. JF - EPA number: 030174, Volume I--671 pages and maps, Volume IIa-827 pages, volume IIb--797 pages and maps, Volume IIc--641 pages and maps, CD-ROM, April 15, 2003 PY - 2003 VL - 8 KW - Roads and Railroads KW - Agency number: FHWA-RI-EIS-00-03-F KW - Air Quality KW - Archaeological Sites Surveys KW - Bridges KW - Cost Assessments KW - Earthquakes KW - Highways KW - Historic Sites KW - Historic Sites Surveys KW - Noise Standards Violations KW - Relocation Plans KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Rhode Island KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36382222?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SAKONNET+RIVER+BRIDGE+REHABILITATION+OR+REPLACEMENT%2C+PORTSMOUTH+%26+TIVERTON%2C+NEWPORT+COUNTY%2C+RHODE+ISLAND.&rft.title=SAKONNET+RIVER+BRIDGE+REHABILITATION+OR+REPLACEMENT%2C+PORTSMOUTH+%26+TIVERTON%2C+NEWPORT+COUNTY%2C+RHODE+ISLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Providence, Rhode Island; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: April 15, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SAKONNET RIVER BRIDGE REHABILITATION OR REPLACEMENT, PORTSMOUTH & TIVERTON, NEWPORT COUNTY, RHODE ISLAND. [Part 4 of 8] T2 - SAKONNET RIVER BRIDGE REHABILITATION OR REPLACEMENT, PORTSMOUTH & TIVERTON, NEWPORT COUNTY, RHODE ISLAND. AN - 36381290; 10053-030174_0004 AB - PURPOSE: The rehabilitation or replacement of the Sakonnet River Bridge, which carries Rhode Island (RI) 24 between Portsmouth and Tiverton in Newport County, Rhode Island is proposed. Inspections of the bridge have found significant deficiencies in the concrete support piers and abutment walls, the steel substructure, steel superstructure, and the bridge deck. The deterioration and eventual failure of the steel substructure or superstructure components could result in a compromise of the structural integrity of the bridge and possible collapse of the structure. Interim repairs began in the year 2000 and will be completed in 2001. Due to the extensive nature of the rehabilitation required to address the structural deficiencies of the bridge, replacement as well as rehabilitation alternatives are considered in this final EIS. Five alternatives, including a No-Build Alternative (Alternative 1), are considered. Alternative 2 would involve full rehabilitation of the existing four-lane bridge. Alternatives 3 through 5 would involve construction of a replacement bridge at the existing bridge site or to the north or south of the existing bridge. Each of the three new bridge alternatives would address the need for improvements to RI 24 to comply with current highway design criteria and would provide bicycle and pedestrian access. The recommended highway cross-section would be 93 feet wide and include two 12-foot-wide lanes in each direction, 10-foot-wide outside shoulders, 1.75-foot-wide barriers outside the shoulders, a two-foot-wide center median with four-foot shoulders on each side, a 10-foot shared-use pathway on the north side, and a 1.5-foot pedestrial railing on the north side. Possible main span bridge structure types would include segmental concrete and cable-stayed suspension structures; in selecting the appropriate design, particular attention would be given to visual aesthetics. The crossing could be developed as a toll structure. The preferred alternative (Alternative 5) would involve construction of a new bridge south of the existing bridge. Evans Avenue would be reconstructed. Estimated cost of the preferred alternative is $108.9 million; this cost estimate does not include the cost of the possible toll plaza. POSITIVE IMPACTS: The project would provide a safe, efficient means of conveying traffic along RI 24 between Tiverton and Portsmouth, maintaining a critical north/south transportation system link between Massachusetts and Rhode Island. Adequate protection against seismic activity would be provided for a critical connection to Aquidneck Island. Pedestrian and bicycle traffic movements would also be enhanced. The approaches to the bridge would be improved. Ambient air quality would improve somewhat. NEGATIVE IMPACTS: Rights-of-way requirements would result in eight major, seven minor, and five potential property acquisition impacts. The reconstruction of Evans Avenue would alter the local neighborhood in Tiverton and a structure potentially eligible or inclusion in the National Register of Historic Places could be displaced. Impacts to wetlands would be moderate and the wetland affected is of limited value. Noise levels generated by traffic would approach exceed federal standards at one location in Portsmouth and two locations in Tiverton. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 01-0437D, Volume 25, Number 4. JF - EPA number: 030174, Volume I--671 pages and maps, Volume IIa-827 pages, volume IIb--797 pages and maps, Volume IIc--641 pages and maps, CD-ROM, April 15, 2003 PY - 2003 VL - 4 KW - Roads and Railroads KW - Agency number: FHWA-RI-EIS-00-03-F KW - Air Quality KW - Archaeological Sites Surveys KW - Bridges KW - Cost Assessments KW - Earthquakes KW - Highways KW - Historic Sites KW - Historic Sites Surveys KW - Noise Standards Violations KW - Relocation Plans KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Rhode Island KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36381290?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SAKONNET+RIVER+BRIDGE+REHABILITATION+OR+REPLACEMENT%2C+PORTSMOUTH+%26+TIVERTON%2C+NEWPORT+COUNTY%2C+RHODE+ISLAND.&rft.title=SAKONNET+RIVER+BRIDGE+REHABILITATION+OR+REPLACEMENT%2C+PORTSMOUTH+%26+TIVERTON%2C+NEWPORT+COUNTY%2C+RHODE+ISLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Providence, Rhode Island; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: April 15, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SAKONNET RIVER BRIDGE REHABILITATION OR REPLACEMENT, PORTSMOUTH & TIVERTON, NEWPORT COUNTY, RHODE ISLAND. [Part 2 of 8] T2 - SAKONNET RIVER BRIDGE REHABILITATION OR REPLACEMENT, PORTSMOUTH & TIVERTON, NEWPORT COUNTY, RHODE ISLAND. AN - 36381225; 10053-030174_0002 AB - PURPOSE: The rehabilitation or replacement of the Sakonnet River Bridge, which carries Rhode Island (RI) 24 between Portsmouth and Tiverton in Newport County, Rhode Island is proposed. Inspections of the bridge have found significant deficiencies in the concrete support piers and abutment walls, the steel substructure, steel superstructure, and the bridge deck. The deterioration and eventual failure of the steel substructure or superstructure components could result in a compromise of the structural integrity of the bridge and possible collapse of the structure. Interim repairs began in the year 2000 and will be completed in 2001. Due to the extensive nature of the rehabilitation required to address the structural deficiencies of the bridge, replacement as well as rehabilitation alternatives are considered in this final EIS. Five alternatives, including a No-Build Alternative (Alternative 1), are considered. Alternative 2 would involve full rehabilitation of the existing four-lane bridge. Alternatives 3 through 5 would involve construction of a replacement bridge at the existing bridge site or to the north or south of the existing bridge. Each of the three new bridge alternatives would address the need for improvements to RI 24 to comply with current highway design criteria and would provide bicycle and pedestrian access. The recommended highway cross-section would be 93 feet wide and include two 12-foot-wide lanes in each direction, 10-foot-wide outside shoulders, 1.75-foot-wide barriers outside the shoulders, a two-foot-wide center median with four-foot shoulders on each side, a 10-foot shared-use pathway on the north side, and a 1.5-foot pedestrial railing on the north side. Possible main span bridge structure types would include segmental concrete and cable-stayed suspension structures; in selecting the appropriate design, particular attention would be given to visual aesthetics. The crossing could be developed as a toll structure. The preferred alternative (Alternative 5) would involve construction of a new bridge south of the existing bridge. Evans Avenue would be reconstructed. Estimated cost of the preferred alternative is $108.9 million; this cost estimate does not include the cost of the possible toll plaza. POSITIVE IMPACTS: The project would provide a safe, efficient means of conveying traffic along RI 24 between Tiverton and Portsmouth, maintaining a critical north/south transportation system link between Massachusetts and Rhode Island. Adequate protection against seismic activity would be provided for a critical connection to Aquidneck Island. Pedestrian and bicycle traffic movements would also be enhanced. The approaches to the bridge would be improved. Ambient air quality would improve somewhat. NEGATIVE IMPACTS: Rights-of-way requirements would result in eight major, seven minor, and five potential property acquisition impacts. The reconstruction of Evans Avenue would alter the local neighborhood in Tiverton and a structure potentially eligible or inclusion in the National Register of Historic Places could be displaced. Impacts to wetlands would be moderate and the wetland affected is of limited value. Noise levels generated by traffic would approach exceed federal standards at one location in Portsmouth and two locations in Tiverton. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 01-0437D, Volume 25, Number 4. JF - EPA number: 030174, Volume I--671 pages and maps, Volume IIa-827 pages, volume IIb--797 pages and maps, Volume IIc--641 pages and maps, CD-ROM, April 15, 2003 PY - 2003 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-RI-EIS-00-03-F KW - Air Quality KW - Archaeological Sites Surveys KW - Bridges KW - Cost Assessments KW - Earthquakes KW - Highways KW - Historic Sites KW - Historic Sites Surveys KW - Noise Standards Violations KW - Relocation Plans KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Rhode Island KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36381225?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SAKONNET+RIVER+BRIDGE+REHABILITATION+OR+REPLACEMENT%2C+PORTSMOUTH+%26+TIVERTON%2C+NEWPORT+COUNTY%2C+RHODE+ISLAND.&rft.title=SAKONNET+RIVER+BRIDGE+REHABILITATION+OR+REPLACEMENT%2C+PORTSMOUTH+%26+TIVERTON%2C+NEWPORT+COUNTY%2C+RHODE+ISLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Providence, Rhode Island; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: April 15, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SAKONNET RIVER BRIDGE REHABILITATION OR REPLACEMENT, PORTSMOUTH & TIVERTON, NEWPORT COUNTY, RHODE ISLAND. [Part 3 of 8] T2 - SAKONNET RIVER BRIDGE REHABILITATION OR REPLACEMENT, PORTSMOUTH & TIVERTON, NEWPORT COUNTY, RHODE ISLAND. AN - 36380432; 10053-030174_0003 AB - PURPOSE: The rehabilitation or replacement of the Sakonnet River Bridge, which carries Rhode Island (RI) 24 between Portsmouth and Tiverton in Newport County, Rhode Island is proposed. Inspections of the bridge have found significant deficiencies in the concrete support piers and abutment walls, the steel substructure, steel superstructure, and the bridge deck. The deterioration and eventual failure of the steel substructure or superstructure components could result in a compromise of the structural integrity of the bridge and possible collapse of the structure. Interim repairs began in the year 2000 and will be completed in 2001. Due to the extensive nature of the rehabilitation required to address the structural deficiencies of the bridge, replacement as well as rehabilitation alternatives are considered in this final EIS. Five alternatives, including a No-Build Alternative (Alternative 1), are considered. Alternative 2 would involve full rehabilitation of the existing four-lane bridge. Alternatives 3 through 5 would involve construction of a replacement bridge at the existing bridge site or to the north or south of the existing bridge. Each of the three new bridge alternatives would address the need for improvements to RI 24 to comply with current highway design criteria and would provide bicycle and pedestrian access. The recommended highway cross-section would be 93 feet wide and include two 12-foot-wide lanes in each direction, 10-foot-wide outside shoulders, 1.75-foot-wide barriers outside the shoulders, a two-foot-wide center median with four-foot shoulders on each side, a 10-foot shared-use pathway on the north side, and a 1.5-foot pedestrial railing on the north side. Possible main span bridge structure types would include segmental concrete and cable-stayed suspension structures; in selecting the appropriate design, particular attention would be given to visual aesthetics. The crossing could be developed as a toll structure. The preferred alternative (Alternative 5) would involve construction of a new bridge south of the existing bridge. Evans Avenue would be reconstructed. Estimated cost of the preferred alternative is $108.9 million; this cost estimate does not include the cost of the possible toll plaza. POSITIVE IMPACTS: The project would provide a safe, efficient means of conveying traffic along RI 24 between Tiverton and Portsmouth, maintaining a critical north/south transportation system link between Massachusetts and Rhode Island. Adequate protection against seismic activity would be provided for a critical connection to Aquidneck Island. Pedestrian and bicycle traffic movements would also be enhanced. The approaches to the bridge would be improved. Ambient air quality would improve somewhat. NEGATIVE IMPACTS: Rights-of-way requirements would result in eight major, seven minor, and five potential property acquisition impacts. The reconstruction of Evans Avenue would alter the local neighborhood in Tiverton and a structure potentially eligible or inclusion in the National Register of Historic Places could be displaced. Impacts to wetlands would be moderate and the wetland affected is of limited value. Noise levels generated by traffic would approach exceed federal standards at one location in Portsmouth and two locations in Tiverton. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 01-0437D, Volume 25, Number 4. JF - EPA number: 030174, Volume I--671 pages and maps, Volume IIa-827 pages, volume IIb--797 pages and maps, Volume IIc--641 pages and maps, CD-ROM, April 15, 2003 PY - 2003 VL - 3 KW - Roads and Railroads KW - Agency number: FHWA-RI-EIS-00-03-F KW - Air Quality KW - Archaeological Sites Surveys KW - Bridges KW - Cost Assessments KW - Earthquakes KW - Highways KW - Historic Sites KW - Historic Sites Surveys KW - Noise Standards Violations KW - Relocation Plans KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Rhode Island KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36380432?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SAKONNET+RIVER+BRIDGE+REHABILITATION+OR+REPLACEMENT%2C+PORTSMOUTH+%26+TIVERTON%2C+NEWPORT+COUNTY%2C+RHODE+ISLAND.&rft.title=SAKONNET+RIVER+BRIDGE+REHABILITATION+OR+REPLACEMENT%2C+PORTSMOUTH+%26+TIVERTON%2C+NEWPORT+COUNTY%2C+RHODE+ISLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Providence, Rhode Island; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: April 15, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SAKONNET RIVER BRIDGE REHABILITATION OR REPLACEMENT, PORTSMOUTH & TIVERTON, NEWPORT COUNTY, RHODE ISLAND. [Part 7 of 8] T2 - SAKONNET RIVER BRIDGE REHABILITATION OR REPLACEMENT, PORTSMOUTH & TIVERTON, NEWPORT COUNTY, RHODE ISLAND. AN - 36380265; 10053-030174_0007 AB - PURPOSE: The rehabilitation or replacement of the Sakonnet River Bridge, which carries Rhode Island (RI) 24 between Portsmouth and Tiverton in Newport County, Rhode Island is proposed. Inspections of the bridge have found significant deficiencies in the concrete support piers and abutment walls, the steel substructure, steel superstructure, and the bridge deck. The deterioration and eventual failure of the steel substructure or superstructure components could result in a compromise of the structural integrity of the bridge and possible collapse of the structure. Interim repairs began in the year 2000 and will be completed in 2001. Due to the extensive nature of the rehabilitation required to address the structural deficiencies of the bridge, replacement as well as rehabilitation alternatives are considered in this final EIS. Five alternatives, including a No-Build Alternative (Alternative 1), are considered. Alternative 2 would involve full rehabilitation of the existing four-lane bridge. Alternatives 3 through 5 would involve construction of a replacement bridge at the existing bridge site or to the north or south of the existing bridge. Each of the three new bridge alternatives would address the need for improvements to RI 24 to comply with current highway design criteria and would provide bicycle and pedestrian access. The recommended highway cross-section would be 93 feet wide and include two 12-foot-wide lanes in each direction, 10-foot-wide outside shoulders, 1.75-foot-wide barriers outside the shoulders, a two-foot-wide center median with four-foot shoulders on each side, a 10-foot shared-use pathway on the north side, and a 1.5-foot pedestrial railing on the north side. Possible main span bridge structure types would include segmental concrete and cable-stayed suspension structures; in selecting the appropriate design, particular attention would be given to visual aesthetics. The crossing could be developed as a toll structure. The preferred alternative (Alternative 5) would involve construction of a new bridge south of the existing bridge. Evans Avenue would be reconstructed. Estimated cost of the preferred alternative is $108.9 million; this cost estimate does not include the cost of the possible toll plaza. POSITIVE IMPACTS: The project would provide a safe, efficient means of conveying traffic along RI 24 between Tiverton and Portsmouth, maintaining a critical north/south transportation system link between Massachusetts and Rhode Island. Adequate protection against seismic activity would be provided for a critical connection to Aquidneck Island. Pedestrian and bicycle traffic movements would also be enhanced. The approaches to the bridge would be improved. Ambient air quality would improve somewhat. NEGATIVE IMPACTS: Rights-of-way requirements would result in eight major, seven minor, and five potential property acquisition impacts. The reconstruction of Evans Avenue would alter the local neighborhood in Tiverton and a structure potentially eligible or inclusion in the National Register of Historic Places could be displaced. Impacts to wetlands would be moderate and the wetland affected is of limited value. Noise levels generated by traffic would approach exceed federal standards at one location in Portsmouth and two locations in Tiverton. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 01-0437D, Volume 25, Number 4. JF - EPA number: 030174, Volume I--671 pages and maps, Volume IIa-827 pages, volume IIb--797 pages and maps, Volume IIc--641 pages and maps, CD-ROM, April 15, 2003 PY - 2003 VL - 7 KW - Roads and Railroads KW - Agency number: FHWA-RI-EIS-00-03-F KW - Air Quality KW - Archaeological Sites Surveys KW - Bridges KW - Cost Assessments KW - Earthquakes KW - Highways KW - Historic Sites KW - Historic Sites Surveys KW - Noise Standards Violations KW - Relocation Plans KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Rhode Island KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36380265?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SAKONNET+RIVER+BRIDGE+REHABILITATION+OR+REPLACEMENT%2C+PORTSMOUTH+%26+TIVERTON%2C+NEWPORT+COUNTY%2C+RHODE+ISLAND.&rft.title=SAKONNET+RIVER+BRIDGE+REHABILITATION+OR+REPLACEMENT%2C+PORTSMOUTH+%26+TIVERTON%2C+NEWPORT+COUNTY%2C+RHODE+ISLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Providence, Rhode Island; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: April 15, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SAKONNET RIVER BRIDGE REHABILITATION OR REPLACEMENT, PORTSMOUTH & TIVERTON, NEWPORT COUNTY, RHODE ISLAND. [Part 6 of 8] T2 - SAKONNET RIVER BRIDGE REHABILITATION OR REPLACEMENT, PORTSMOUTH & TIVERTON, NEWPORT COUNTY, RHODE ISLAND. AN - 36380243; 10053-030174_0006 AB - PURPOSE: The rehabilitation or replacement of the Sakonnet River Bridge, which carries Rhode Island (RI) 24 between Portsmouth and Tiverton in Newport County, Rhode Island is proposed. Inspections of the bridge have found significant deficiencies in the concrete support piers and abutment walls, the steel substructure, steel superstructure, and the bridge deck. The deterioration and eventual failure of the steel substructure or superstructure components could result in a compromise of the structural integrity of the bridge and possible collapse of the structure. Interim repairs began in the year 2000 and will be completed in 2001. Due to the extensive nature of the rehabilitation required to address the structural deficiencies of the bridge, replacement as well as rehabilitation alternatives are considered in this final EIS. Five alternatives, including a No-Build Alternative (Alternative 1), are considered. Alternative 2 would involve full rehabilitation of the existing four-lane bridge. Alternatives 3 through 5 would involve construction of a replacement bridge at the existing bridge site or to the north or south of the existing bridge. Each of the three new bridge alternatives would address the need for improvements to RI 24 to comply with current highway design criteria and would provide bicycle and pedestrian access. The recommended highway cross-section would be 93 feet wide and include two 12-foot-wide lanes in each direction, 10-foot-wide outside shoulders, 1.75-foot-wide barriers outside the shoulders, a two-foot-wide center median with four-foot shoulders on each side, a 10-foot shared-use pathway on the north side, and a 1.5-foot pedestrial railing on the north side. Possible main span bridge structure types would include segmental concrete and cable-stayed suspension structures; in selecting the appropriate design, particular attention would be given to visual aesthetics. The crossing could be developed as a toll structure. The preferred alternative (Alternative 5) would involve construction of a new bridge south of the existing bridge. Evans Avenue would be reconstructed. Estimated cost of the preferred alternative is $108.9 million; this cost estimate does not include the cost of the possible toll plaza. POSITIVE IMPACTS: The project would provide a safe, efficient means of conveying traffic along RI 24 between Tiverton and Portsmouth, maintaining a critical north/south transportation system link between Massachusetts and Rhode Island. Adequate protection against seismic activity would be provided for a critical connection to Aquidneck Island. Pedestrian and bicycle traffic movements would also be enhanced. The approaches to the bridge would be improved. Ambient air quality would improve somewhat. NEGATIVE IMPACTS: Rights-of-way requirements would result in eight major, seven minor, and five potential property acquisition impacts. The reconstruction of Evans Avenue would alter the local neighborhood in Tiverton and a structure potentially eligible or inclusion in the National Register of Historic Places could be displaced. Impacts to wetlands would be moderate and the wetland affected is of limited value. Noise levels generated by traffic would approach exceed federal standards at one location in Portsmouth and two locations in Tiverton. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 01-0437D, Volume 25, Number 4. JF - EPA number: 030174, Volume I--671 pages and maps, Volume IIa-827 pages, volume IIb--797 pages and maps, Volume IIc--641 pages and maps, CD-ROM, April 15, 2003 PY - 2003 VL - 6 KW - Roads and Railroads KW - Agency number: FHWA-RI-EIS-00-03-F KW - Air Quality KW - Archaeological Sites Surveys KW - Bridges KW - Cost Assessments KW - Earthquakes KW - Highways KW - Historic Sites KW - Historic Sites Surveys KW - Noise Standards Violations KW - Relocation Plans KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Rhode Island KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36380243?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SAKONNET+RIVER+BRIDGE+REHABILITATION+OR+REPLACEMENT%2C+PORTSMOUTH+%26+TIVERTON%2C+NEWPORT+COUNTY%2C+RHODE+ISLAND.&rft.title=SAKONNET+RIVER+BRIDGE+REHABILITATION+OR+REPLACEMENT%2C+PORTSMOUTH+%26+TIVERTON%2C+NEWPORT+COUNTY%2C+RHODE+ISLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Providence, Rhode Island; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: April 15, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SAKONNET RIVER BRIDGE REHABILITATION OR REPLACEMENT, PORTSMOUTH & TIVERTON, NEWPORT COUNTY, RHODE ISLAND. [Part 1 of 8] T2 - SAKONNET RIVER BRIDGE REHABILITATION OR REPLACEMENT, PORTSMOUTH & TIVERTON, NEWPORT COUNTY, RHODE ISLAND. AN - 36380185; 10053-030174_0001 AB - PURPOSE: The rehabilitation or replacement of the Sakonnet River Bridge, which carries Rhode Island (RI) 24 between Portsmouth and Tiverton in Newport County, Rhode Island is proposed. Inspections of the bridge have found significant deficiencies in the concrete support piers and abutment walls, the steel substructure, steel superstructure, and the bridge deck. The deterioration and eventual failure of the steel substructure or superstructure components could result in a compromise of the structural integrity of the bridge and possible collapse of the structure. Interim repairs began in the year 2000 and will be completed in 2001. Due to the extensive nature of the rehabilitation required to address the structural deficiencies of the bridge, replacement as well as rehabilitation alternatives are considered in this final EIS. Five alternatives, including a No-Build Alternative (Alternative 1), are considered. Alternative 2 would involve full rehabilitation of the existing four-lane bridge. Alternatives 3 through 5 would involve construction of a replacement bridge at the existing bridge site or to the north or south of the existing bridge. Each of the three new bridge alternatives would address the need for improvements to RI 24 to comply with current highway design criteria and would provide bicycle and pedestrian access. The recommended highway cross-section would be 93 feet wide and include two 12-foot-wide lanes in each direction, 10-foot-wide outside shoulders, 1.75-foot-wide barriers outside the shoulders, a two-foot-wide center median with four-foot shoulders on each side, a 10-foot shared-use pathway on the north side, and a 1.5-foot pedestrial railing on the north side. Possible main span bridge structure types would include segmental concrete and cable-stayed suspension structures; in selecting the appropriate design, particular attention would be given to visual aesthetics. The crossing could be developed as a toll structure. The preferred alternative (Alternative 5) would involve construction of a new bridge south of the existing bridge. Evans Avenue would be reconstructed. Estimated cost of the preferred alternative is $108.9 million; this cost estimate does not include the cost of the possible toll plaza. POSITIVE IMPACTS: The project would provide a safe, efficient means of conveying traffic along RI 24 between Tiverton and Portsmouth, maintaining a critical north/south transportation system link between Massachusetts and Rhode Island. Adequate protection against seismic activity would be provided for a critical connection to Aquidneck Island. Pedestrian and bicycle traffic movements would also be enhanced. The approaches to the bridge would be improved. Ambient air quality would improve somewhat. NEGATIVE IMPACTS: Rights-of-way requirements would result in eight major, seven minor, and five potential property acquisition impacts. The reconstruction of Evans Avenue would alter the local neighborhood in Tiverton and a structure potentially eligible or inclusion in the National Register of Historic Places could be displaced. Impacts to wetlands would be moderate and the wetland affected is of limited value. Noise levels generated by traffic would approach exceed federal standards at one location in Portsmouth and two locations in Tiverton. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 01-0437D, Volume 25, Number 4. JF - EPA number: 030174, Volume I--671 pages and maps, Volume IIa-827 pages, volume IIb--797 pages and maps, Volume IIc--641 pages and maps, CD-ROM, April 15, 2003 PY - 2003 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-RI-EIS-00-03-F KW - Air Quality KW - Archaeological Sites Surveys KW - Bridges KW - Cost Assessments KW - Earthquakes KW - Highways KW - Historic Sites KW - Historic Sites Surveys KW - Noise Standards Violations KW - Relocation Plans KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Rhode Island KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36380185?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SAKONNET+RIVER+BRIDGE+REHABILITATION+OR+REPLACEMENT%2C+PORTSMOUTH+%26+TIVERTON%2C+NEWPORT+COUNTY%2C+RHODE+ISLAND.&rft.title=SAKONNET+RIVER+BRIDGE+REHABILITATION+OR+REPLACEMENT%2C+PORTSMOUTH+%26+TIVERTON%2C+NEWPORT+COUNTY%2C+RHODE+ISLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Providence, Rhode Island; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: April 15, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CORRIDOR LIGHT RAIL PROJECT, CHARLOTTE-MECKLENBURG COUNTY LIGHT RAIL SYSTEM, CITY OF CHARLOTTE, MECKLENBURG COUNTY, NORTH CAROLINA. AN - 36412006; 10051 AB - PURPOSE: The development of a light-rail transit (LRT) system to provide for transportation of commuters and other travelers between the town of Pineville and the Charlotte downtown area in Mecklenburg County, North Carolina is proposed. The study area is bound by Pineville to the south, South Boulevard (North Carolina 521) to the east, Interstate 77 to the west, and Uptown Charlotte to the Without the presence of the LRT Personal vehicular traffic in the area is expected to cause significant congestion at several major intersections, particularly during peak hours. The proposed project would provide a 9.6-mile LRT system comprised of an exclusive double-track guideway serviced by 14 regular service stations and a special event station. Seven of the stations would be served by park-and-ride access facilities and an integrated federal bus system. The alignment would generally parallel South Boulevard and the existing Norfolk Southern Railroad (NSRR) tracks. Stations would be located at Shaon Road West, Arrowood Road, Archdale Drive, Tyvola Road, Woodlawn Road, Scaleybark Road, New Bern Street, East /West Boulevard, Rensselaer Avenue, Carson Boulevard, the Convention Center (special events only), Third Street, Charlotte Transportation Center, and Seventh Street. A vehicle maintenance facility would be located between the NSRR tracks and South Tyuron Street. A new bus maintenance facility would occupy the same parcel of land and would be located to the west of the maintenance facility. In order to provide electricity throughout the line, substations would be located along the alignment at 12 locations. In addition to the preferred LRT proposal and the option, this final EIS evaluates a No-Build Alternative and a Transportation System Management Alternative. Capital costs of the LRT alternative are estimated at $371 million. Annual operation and maintenance costs are estimated at $140 million. POSITIVE IMPACTS: The light-rail system would focus growth in transit emphasis corridors, minimize negative impacts w on the human and natural environments, improve mobility in the area, and provide opportunities for sustaining economic development in the region. Vehicular traffic between the termini of the system would decline significantly, easing congestion and improving air quality in the area. The project would result in the creation of 800 temporary construction jobs and permanent operation and maintenance jobs. NEGATIVE IMPACTS: Depending on the build alternative selected, the project would require displacement of 64 residences, 42 businesses, and 32 other properties as well as partial acquisition of 14 properties. Temporary construction easements would have to be purchased for 11 properties and permanent easement would have to be purchased for 10 properties. Approximately 51.8 acres of vegetation and the associated wildlife habitat would be lost, and the project would require the relocation of two intermittent streams. Approximately 0.16 acre of wetlands would be displaced. Noise levels would exceed federal standards at seven sites and would increase significantly at four other sites. Vibration impacts would affect one site. Rights-of-way development could impact Schweinitz's sunflower, a federally protected plant species. Hazardous materials sites could be encountered during construction. LEGAL MANDATES: Federal Transit Laws (49 U.S.C. 53) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0094D, Volume 27, Number 1. JF - EPA number: 030172, 971 pages and maps, April 11, 2003 PY - 2003 KW - Roads and Railroads KW - Easements KW - Endangered Species (Plants) KW - Employment KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - North Carolina KW - Federal Transit Laws, 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/36412006?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CORRIDOR+LIGHT+RAIL+PROJECT%2C+CHARLOTTE-MECKLENBURG+COUNTY+LIGHT+RAIL+SYSTEM%2C+CITY+OF+CHARLOTTE%2C+MECKLENBURG+COUNTY%2C+NORTH+CAROLINA.&rft.title=SOUTH+CORRIDOR+LIGHT+RAIL+PROJECT%2C+CHARLOTTE-MECKLENBURG+COUNTY+LIGHT+RAIL+SYSTEM%2C+CITY+OF+CHARLOTTE%2C+MECKLENBURG+COUNTY%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Atlanta, Georgia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: April 11, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 22/WEST ORANGE COUNTY CONNECTION PROJECT: LOCATED BETWEEN INTERSTATE 605 AND STATE ROUTE 55 WITHIN THE JURISDICTION OF ORANGE COUNTY AND THE CITIES OF LOS ALAMITOS, SEAL BEACH, GARDEN GROVE, WESTMINISTER, SANTA ANA, AND ORANGE, CALIFORNIA. [Part 4 of 4] T2 - STATE ROUTE 22/WEST ORANGE COUNTY CONNECTION PROJECT: LOCATED BETWEEN INTERSTATE 605 AND STATE ROUTE 55 WITHIN THE JURISDICTION OF ORANGE COUNTY AND THE CITIES OF LOS ALAMITOS, SEAL BEACH, GARDEN GROVE, WESTMINISTER, SANTA ANA, AND ORANGE, CALIFORNIA. AN - 36355067; 10045-030166_0004 AB - PURPOSE: The improvement of a 13-mile segment of State Route (SR) 22, known as the West Orange Connection, between Interstate 605 and SR 55 in Orange County, California is proposed. Existing SR 22 is a six-lane freeway that provides connections to five major freeways, namely, I-605, I-405, I-5, SR 57, and SR 55. Constructed in the 1960s, SR 22 is one of the only two east-west freeways in Orange County. As a result of its unique orientation, it crosses most of the major north-south arterial corridors in the central portion of the county and, consequently, has become a vital link in providing mobility to Orange County residents, workers, and visitors. The SR 22/West Organ County Connection passes through seven jurisdictions, including Los Alamitos, Orange County (unincorporated community of Rossmoor, Seal Beach, Westminister, Garden Grove, Santa Ana, and Orange. Four alternatives, including a No-Build Alternative, are considered in this final EIS. In addition to the No-Build Alternative, a transportation system management (TSM) alternative and three highway build alternatives are under consideration. The actions under the TSM alternative would be included in both build alternatives. The Full Build Alternative would add a high-occupancy-vehicle (HOV) lane in both directions to accommodate long-distance travel for carpools and buses, while allowing for the smooth flow of vehicles between freeways to avoid choke points at major intersections. This alternative would also provide an additional HOV lane in each direction on I-405 between I-605 and SR 22. Freeway-to-freeway connectors would be provided between I-605 and I-405, between SR 22 and I-5, and between SR 22 and SR 55. A new arterial in the former Pacific Electric rights-of-way would be provided in Garden Grove and Santa Ana. The Reduced Build Alternative, which is the preferred alternative, would include some of the elements of the Full Build Alternative. The three major elements not included in the (Enhanced) Reduced Build Alternative would be the new arterial in the former Pacific Electric rights-of-way, the HOV connectors between SR 22 and I-5, and the HOV connectors between SR 22 and SR 55. POSITIVE IMPACTS: The improved facility would improve mobility and reduce congestion in the study area, maximize cost-effectiveness of the improvements. Sufficient capacity on the freeway and major adjacent surface streets would be achieved, accommodating existing and projected 2020 travel demand between the SR 55 interchange and the Los Angeles County line and to and from designations with the proposed project area. The use of HOVs would likely rise significantly. NEGATIVE IMPACTS: Rights-of-way requirements would result in displacement of a significant portion of the Sherwood Lane Homes neighborhood in Santa Anna east of Bristol Street. Other neighborhoods would also be affected, and parking spaces would be displaced. Traffic-generated noise levels would exceed federal standards for some sensitive receptors, though noise control barriers could mitigate this impact. The project would lie within an area affected by seismic activity, and the facility would traverse floodplains and wetlands and the associated wildlife habitat. Historic and, perhaps, archaeological resources could be affected. Construction workers would encounter hazardous materials/waste sites. Project structures would degrade visual aesthetics. 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 01-0460D, Volume 25, Number 4. JF - EPA number: 030166, Final EIS--522 pages and maps, Appendices (Volume II)--605 pages, Appendices (Volume III)--681 pages, Appendices (Volume IV)--219 pages and maps, April 9, 2003 PY - 2003 VL - 4 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-01-04-F KW - Archaeological Sites KW - Cultural Resources KW - Cultural Resources Assessments KW - Earthquakes KW - Floodplains KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Visual Resources KW - Visual Resources Surveys KW - Wetlands KW - Wildlife Habitat KW - California KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36355067?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+22%2FWEST+ORANGE+COUNTY+CONNECTION+PROJECT%3A+LOCATED+BETWEEN+INTERSTATE+605+AND+STATE+ROUTE+55+WITHIN+THE+JURISDICTION+OF+ORANGE+COUNTY+AND+THE+CITIES+OF+LOS+ALAMITOS%2C+SEAL+BEACH%2C+GARDEN+GROVE%2C+WESTMINISTER%2C+SANTA+ANA%2C+AND+ORANGE%2C+CALIFORNIA.&rft.title=STATE+ROUTE+22%2FWEST+ORANGE+COUNTY+CONNECTION+PROJECT%3A+LOCATED+BETWEEN+INTERSTATE+605+AND+STATE+ROUTE+55+WITHIN+THE+JURISDICTION+OF+ORANGE+COUNTY+AND+THE+CITIES+OF+LOS+ALAMITOS%2C+SEAL+BEACH%2C+GARDEN+GROVE%2C+WESTMINISTER%2C+SANTA+ANA%2C+AND+ORANGE%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 - 2006-05-01 N1 - SuppNotes - Final. Preparation date: April 9, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 22/WEST ORANGE COUNTY CONNECTION PROJECT: LOCATED BETWEEN INTERSTATE 605 AND STATE ROUTE 55 WITHIN THE JURISDICTION OF ORANGE COUNTY AND THE CITIES OF LOS ALAMITOS, SEAL BEACH, GARDEN GROVE, WESTMINISTER, SANTA ANA, AND ORANGE, CALIFORNIA. [Part 2 of 4] T2 - STATE ROUTE 22/WEST ORANGE COUNTY CONNECTION PROJECT: LOCATED BETWEEN INTERSTATE 605 AND STATE ROUTE 55 WITHIN THE JURISDICTION OF ORANGE COUNTY AND THE CITIES OF LOS ALAMITOS, SEAL BEACH, GARDEN GROVE, WESTMINISTER, SANTA ANA, AND ORANGE, CALIFORNIA. AN - 36347461; 10045-030166_0002 AB - PURPOSE: The improvement of a 13-mile segment of State Route (SR) 22, known as the West Orange Connection, between Interstate 605 and SR 55 in Orange County, California is proposed. Existing SR 22 is a six-lane freeway that provides connections to five major freeways, namely, I-605, I-405, I-5, SR 57, and SR 55. Constructed in the 1960s, SR 22 is one of the only two east-west freeways in Orange County. As a result of its unique orientation, it crosses most of the major north-south arterial corridors in the central portion of the county and, consequently, has become a vital link in providing mobility to Orange County residents, workers, and visitors. The SR 22/West Organ County Connection passes through seven jurisdictions, including Los Alamitos, Orange County (unincorporated community of Rossmoor, Seal Beach, Westminister, Garden Grove, Santa Ana, and Orange. Four alternatives, including a No-Build Alternative, are considered in this final EIS. In addition to the No-Build Alternative, a transportation system management (TSM) alternative and three highway build alternatives are under consideration. The actions under the TSM alternative would be included in both build alternatives. The Full Build Alternative would add a high-occupancy-vehicle (HOV) lane in both directions to accommodate long-distance travel for carpools and buses, while allowing for the smooth flow of vehicles between freeways to avoid choke points at major intersections. This alternative would also provide an additional HOV lane in each direction on I-405 between I-605 and SR 22. Freeway-to-freeway connectors would be provided between I-605 and I-405, between SR 22 and I-5, and between SR 22 and SR 55. A new arterial in the former Pacific Electric rights-of-way would be provided in Garden Grove and Santa Ana. The Reduced Build Alternative, which is the preferred alternative, would include some of the elements of the Full Build Alternative. The three major elements not included in the (Enhanced) Reduced Build Alternative would be the new arterial in the former Pacific Electric rights-of-way, the HOV connectors between SR 22 and I-5, and the HOV connectors between SR 22 and SR 55. POSITIVE IMPACTS: The improved facility would improve mobility and reduce congestion in the study area, maximize cost-effectiveness of the improvements. Sufficient capacity on the freeway and major adjacent surface streets would be achieved, accommodating existing and projected 2020 travel demand between the SR 55 interchange and the Los Angeles County line and to and from designations with the proposed project area. The use of HOVs would likely rise significantly. NEGATIVE IMPACTS: Rights-of-way requirements would result in displacement of a significant portion of the Sherwood Lane Homes neighborhood in Santa Anna east of Bristol Street. Other neighborhoods would also be affected, and parking spaces would be displaced. Traffic-generated noise levels would exceed federal standards for some sensitive receptors, though noise control barriers could mitigate this impact. The project would lie within an area affected by seismic activity, and the facility would traverse floodplains and wetlands and the associated wildlife habitat. Historic and, perhaps, archaeological resources could be affected. Construction workers would encounter hazardous materials/waste sites. Project structures would degrade visual aesthetics. 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 01-0460D, Volume 25, Number 4. JF - EPA number: 030166, Final EIS--522 pages and maps, Appendices (Volume II)--605 pages, Appendices (Volume III)--681 pages, Appendices (Volume IV)--219 pages and maps, April 9, 2003 PY - 2003 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-01-04-F KW - Archaeological Sites KW - Cultural Resources KW - Cultural Resources Assessments KW - Earthquakes KW - Floodplains KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Visual Resources KW - Visual Resources Surveys KW - Wetlands KW - Wildlife Habitat KW - California KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36347461?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+22%2FWEST+ORANGE+COUNTY+CONNECTION+PROJECT%3A+LOCATED+BETWEEN+INTERSTATE+605+AND+STATE+ROUTE+55+WITHIN+THE+JURISDICTION+OF+ORANGE+COUNTY+AND+THE+CITIES+OF+LOS+ALAMITOS%2C+SEAL+BEACH%2C+GARDEN+GROVE%2C+WESTMINISTER%2C+SANTA+ANA%2C+AND+ORANGE%2C+CALIFORNIA.&rft.title=STATE+ROUTE+22%2FWEST+ORANGE+COUNTY+CONNECTION+PROJECT%3A+LOCATED+BETWEEN+INTERSTATE+605+AND+STATE+ROUTE+55+WITHIN+THE+JURISDICTION+OF+ORANGE+COUNTY+AND+THE+CITIES+OF+LOS+ALAMITOS%2C+SEAL+BEACH%2C+GARDEN+GROVE%2C+WESTMINISTER%2C+SANTA+ANA%2C+AND+ORANGE%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 - 2006-05-01 N1 - SuppNotes - Final. Preparation date: April 9, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 22/WEST ORANGE COUNTY CONNECTION PROJECT: LOCATED BETWEEN INTERSTATE 605 AND STATE ROUTE 55 WITHIN THE JURISDICTION OF ORANGE COUNTY AND THE CITIES OF LOS ALAMITOS, SEAL BEACH, GARDEN GROVE, WESTMINISTER, SANTA ANA, AND ORANGE, CALIFORNIA. [Part 1 of 4] T2 - STATE ROUTE 22/WEST ORANGE COUNTY CONNECTION PROJECT: LOCATED BETWEEN INTERSTATE 605 AND STATE ROUTE 55 WITHIN THE JURISDICTION OF ORANGE COUNTY AND THE CITIES OF LOS ALAMITOS, SEAL BEACH, GARDEN GROVE, WESTMINISTER, SANTA ANA, AND ORANGE, CALIFORNIA. AN - 36347347; 10045-030166_0001 AB - PURPOSE: The improvement of a 13-mile segment of State Route (SR) 22, known as the West Orange Connection, between Interstate 605 and SR 55 in Orange County, California is proposed. Existing SR 22 is a six-lane freeway that provides connections to five major freeways, namely, I-605, I-405, I-5, SR 57, and SR 55. Constructed in the 1960s, SR 22 is one of the only two east-west freeways in Orange County. As a result of its unique orientation, it crosses most of the major north-south arterial corridors in the central portion of the county and, consequently, has become a vital link in providing mobility to Orange County residents, workers, and visitors. The SR 22/West Organ County Connection passes through seven jurisdictions, including Los Alamitos, Orange County (unincorporated community of Rossmoor, Seal Beach, Westminister, Garden Grove, Santa Ana, and Orange. Four alternatives, including a No-Build Alternative, are considered in this final EIS. In addition to the No-Build Alternative, a transportation system management (TSM) alternative and three highway build alternatives are under consideration. The actions under the TSM alternative would be included in both build alternatives. The Full Build Alternative would add a high-occupancy-vehicle (HOV) lane in both directions to accommodate long-distance travel for carpools and buses, while allowing for the smooth flow of vehicles between freeways to avoid choke points at major intersections. This alternative would also provide an additional HOV lane in each direction on I-405 between I-605 and SR 22. Freeway-to-freeway connectors would be provided between I-605 and I-405, between SR 22 and I-5, and between SR 22 and SR 55. A new arterial in the former Pacific Electric rights-of-way would be provided in Garden Grove and Santa Ana. The Reduced Build Alternative, which is the preferred alternative, would include some of the elements of the Full Build Alternative. The three major elements not included in the (Enhanced) Reduced Build Alternative would be the new arterial in the former Pacific Electric rights-of-way, the HOV connectors between SR 22 and I-5, and the HOV connectors between SR 22 and SR 55. POSITIVE IMPACTS: The improved facility would improve mobility and reduce congestion in the study area, maximize cost-effectiveness of the improvements. Sufficient capacity on the freeway and major adjacent surface streets would be achieved, accommodating existing and projected 2020 travel demand between the SR 55 interchange and the Los Angeles County line and to and from designations with the proposed project area. The use of HOVs would likely rise significantly. NEGATIVE IMPACTS: Rights-of-way requirements would result in displacement of a significant portion of the Sherwood Lane Homes neighborhood in Santa Anna east of Bristol Street. Other neighborhoods would also be affected, and parking spaces would be displaced. Traffic-generated noise levels would exceed federal standards for some sensitive receptors, though noise control barriers could mitigate this impact. The project would lie within an area affected by seismic activity, and the facility would traverse floodplains and wetlands and the associated wildlife habitat. Historic and, perhaps, archaeological resources could be affected. Construction workers would encounter hazardous materials/waste sites. Project structures would degrade visual aesthetics. 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 01-0460D, Volume 25, Number 4. JF - EPA number: 030166, Final EIS--522 pages and maps, Appendices (Volume II)--605 pages, Appendices (Volume III)--681 pages, Appendices (Volume IV)--219 pages and maps, April 9, 2003 PY - 2003 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-01-04-F KW - Archaeological Sites KW - Cultural Resources KW - Cultural Resources Assessments KW - Earthquakes KW - Floodplains KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Visual Resources KW - Visual Resources Surveys KW - Wetlands KW - Wildlife Habitat KW - California KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36347347?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+22%2FWEST+ORANGE+COUNTY+CONNECTION+PROJECT%3A+LOCATED+BETWEEN+INTERSTATE+605+AND+STATE+ROUTE+55+WITHIN+THE+JURISDICTION+OF+ORANGE+COUNTY+AND+THE+CITIES+OF+LOS+ALAMITOS%2C+SEAL+BEACH%2C+GARDEN+GROVE%2C+WESTMINISTER%2C+SANTA+ANA%2C+AND+ORANGE%2C+CALIFORNIA.&rft.title=STATE+ROUTE+22%2FWEST+ORANGE+COUNTY+CONNECTION+PROJECT%3A+LOCATED+BETWEEN+INTERSTATE+605+AND+STATE+ROUTE+55+WITHIN+THE+JURISDICTION+OF+ORANGE+COUNTY+AND+THE+CITIES+OF+LOS+ALAMITOS%2C+SEAL+BEACH%2C+GARDEN+GROVE%2C+WESTMINISTER%2C+SANTA+ANA%2C+AND+ORANGE%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 - 2006-05-01 N1 - SuppNotes - Final. Preparation date: April 9, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 22/WEST ORANGE COUNTY CONNECTION PROJECT: LOCATED BETWEEN INTERSTATE 605 AND STATE ROUTE 55 WITHIN THE JURISDICTION OF ORANGE COUNTY AND THE CITIES OF LOS ALAMITOS, SEAL BEACH, GARDEN GROVE, WESTMINISTER, SANTA ANA, AND ORANGE, CALIFORNIA. [Part 3 of 4] T2 - STATE ROUTE 22/WEST ORANGE COUNTY CONNECTION PROJECT: LOCATED BETWEEN INTERSTATE 605 AND STATE ROUTE 55 WITHIN THE JURISDICTION OF ORANGE COUNTY AND THE CITIES OF LOS ALAMITOS, SEAL BEACH, GARDEN GROVE, WESTMINISTER, SANTA ANA, AND ORANGE, CALIFORNIA. AN - 36347234; 10045-030166_0003 AB - PURPOSE: The improvement of a 13-mile segment of State Route (SR) 22, known as the West Orange Connection, between Interstate 605 and SR 55 in Orange County, California is proposed. Existing SR 22 is a six-lane freeway that provides connections to five major freeways, namely, I-605, I-405, I-5, SR 57, and SR 55. Constructed in the 1960s, SR 22 is one of the only two east-west freeways in Orange County. As a result of its unique orientation, it crosses most of the major north-south arterial corridors in the central portion of the county and, consequently, has become a vital link in providing mobility to Orange County residents, workers, and visitors. The SR 22/West Organ County Connection passes through seven jurisdictions, including Los Alamitos, Orange County (unincorporated community of Rossmoor, Seal Beach, Westminister, Garden Grove, Santa Ana, and Orange. Four alternatives, including a No-Build Alternative, are considered in this final EIS. In addition to the No-Build Alternative, a transportation system management (TSM) alternative and three highway build alternatives are under consideration. The actions under the TSM alternative would be included in both build alternatives. The Full Build Alternative would add a high-occupancy-vehicle (HOV) lane in both directions to accommodate long-distance travel for carpools and buses, while allowing for the smooth flow of vehicles between freeways to avoid choke points at major intersections. This alternative would also provide an additional HOV lane in each direction on I-405 between I-605 and SR 22. Freeway-to-freeway connectors would be provided between I-605 and I-405, between SR 22 and I-5, and between SR 22 and SR 55. A new arterial in the former Pacific Electric rights-of-way would be provided in Garden Grove and Santa Ana. The Reduced Build Alternative, which is the preferred alternative, would include some of the elements of the Full Build Alternative. The three major elements not included in the (Enhanced) Reduced Build Alternative would be the new arterial in the former Pacific Electric rights-of-way, the HOV connectors between SR 22 and I-5, and the HOV connectors between SR 22 and SR 55. POSITIVE IMPACTS: The improved facility would improve mobility and reduce congestion in the study area, maximize cost-effectiveness of the improvements. Sufficient capacity on the freeway and major adjacent surface streets would be achieved, accommodating existing and projected 2020 travel demand between the SR 55 interchange and the Los Angeles County line and to and from designations with the proposed project area. The use of HOVs would likely rise significantly. NEGATIVE IMPACTS: Rights-of-way requirements would result in displacement of a significant portion of the Sherwood Lane Homes neighborhood in Santa Anna east of Bristol Street. Other neighborhoods would also be affected, and parking spaces would be displaced. Traffic-generated noise levels would exceed federal standards for some sensitive receptors, though noise control barriers could mitigate this impact. The project would lie within an area affected by seismic activity, and the facility would traverse floodplains and wetlands and the associated wildlife habitat. Historic and, perhaps, archaeological resources could be affected. Construction workers would encounter hazardous materials/waste sites. Project structures would degrade visual aesthetics. 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 01-0460D, Volume 25, Number 4. JF - EPA number: 030166, Final EIS--522 pages and maps, Appendices (Volume II)--605 pages, Appendices (Volume III)--681 pages, Appendices (Volume IV)--219 pages and maps, April 9, 2003 PY - 2003 VL - 3 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-01-04-F KW - Archaeological Sites KW - Cultural Resources KW - Cultural Resources Assessments KW - Earthquakes KW - Floodplains KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Visual Resources KW - Visual Resources Surveys KW - Wetlands KW - Wildlife Habitat KW - California KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36347234?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+22%2FWEST+ORANGE+COUNTY+CONNECTION+PROJECT%3A+LOCATED+BETWEEN+INTERSTATE+605+AND+STATE+ROUTE+55+WITHIN+THE+JURISDICTION+OF+ORANGE+COUNTY+AND+THE+CITIES+OF+LOS+ALAMITOS%2C+SEAL+BEACH%2C+GARDEN+GROVE%2C+WESTMINISTER%2C+SANTA+ANA%2C+AND+ORANGE%2C+CALIFORNIA.&rft.title=STATE+ROUTE+22%2FWEST+ORANGE+COUNTY+CONNECTION+PROJECT%3A+LOCATED+BETWEEN+INTERSTATE+605+AND+STATE+ROUTE+55+WITHIN+THE+JURISDICTION+OF+ORANGE+COUNTY+AND+THE+CITIES+OF+LOS+ALAMITOS%2C+SEAL+BEACH%2C+GARDEN+GROVE%2C+WESTMINISTER%2C+SANTA+ANA%2C+AND+ORANGE%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 - 2006-05-01 N1 - SuppNotes - Final. Preparation date: April 9, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SECOND AVENUE SUBWAY IN THE BOROUGH OF MANHATTAN, NEW YORK COUNTY, NEW YORK (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF AUGUST 1999 ON THE MANHATTAN EAST SIDE TRANSIT ALTERNATIVES STUDY) AN - 36437422; 10040 AB - PURPOSE: The implementation of a plan to improve transit access and mobility on Manhattan's East Side, New York City, New York is proposed. The proposed facilities would provide service to an area including Lower Manhattan, the Lower East Side, East Midtown, the Upper East Side, and East Harlem. A secondary area, just west of the primary area south of 59th Street, is also included in the study. In the primary area, only the congested Lexington Avenue line provides full north-south rapid transit service. Buses serve the corridor, and many of these carry rider volumes that exceed many rapid transit lines in other cities. Moreover, the bus routes are often slowed by congested urban streets. Several subway lines serve the Lower East Side, but these do not offer direct north-south service on the East Side and their stations are at some distance from residents living in the eastern portions of the neighborhood. Five categories of interrelated public transportation problems were identified, specifically, constrained capacity, poor transit accessibility (particularly for lines running north-south), overly long travel times, lack of flexibility to accommodate demand, and environmental and socioeconomic concerns associated with a strained transit system. Four alternatives, including a No Build Alternative and a transportation systems management (TSM) scheme, were considered in the draft EIS of August 1999. The TSM scheme would include dedicated bus lanes on First and Second avenues. Build alternatives include: 1) a new East Side subway extension on Second Avenue north of 63rd Street and continuing on the Broadway express tracks down to Lower Manhattan and 2) the same new subway supplemented by a new light rail transit (LRT) line serving the Lower East Side and Lower Manhattan. Cost estimates at the date of the final EIS for the TSM and Build Alternatives 1 and 2 were $204 million, $3.88 billion, and $5.09 billion, respectively. This draft supplemental EIS considers a No Action Alternative and an action alternative for related to the Second Avenue Subway. The subway would consist of a new, two-track rail line extending approximately 8,5 miles along the length of Manhattan's East Side corridor from 125th Street to Hanover Square. The subway would serve East Harlem, the Upper East Side, Midtown, Gramercy Park/Union Square, the East Village/Lower East Side/Chinatown, and Lower Manhattan. POSITIVE IMPACTS: The implementation of any alternative would reduce commuter travel times, particularly during peak periods. The build alternatives would also reduce the number of subway passengers having to stand during off-peak hours, reduce subway delays, and reduce private automobile and taxi trips within the study area. Reduction in the number of motor vehicle trips under the subway alternatives would improve air quality. NEGATIVE IMPACTS: Subway construction would result in temporary disruptions to commercial, transportation-related, and social activities in the area surrounding the construction site, particularly if cut-and-cover construction methods were adopted. Six parks would be affected during construction. The project would result in the displacement of residences and businesses, particularly at station sites. Historic and archaeological resource sites would also be disturbed or destroyed. Construction and operation of the subway would result in significant emissions of air pollutants and noise and result in significant vibration impacts. Portions of the project would affect areas located within the city's coastal zone. The project would result in cumulative adverse effects on minority and low-income populations in the vicinity of Grand and Chrystie streets under one of the construction method options. 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 99-0390D, Volume 23, Number 4. JF - EPA number: 030161, Draft Supplemental EIS--1,417 pages and maps, Appendices (Volume 2)--401 pages, Appendices (Volume 3)--423 pages, April 4, 2003 PY - 2003 KW - Roads and Railroads KW - Air Quality KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Floodplains KW - Hazardous Materials KW - Health Hazard Analyses KW - Historic Sites KW - Historic Sites Surveys KW - Motor Vehicles KW - Noise Assessments KW - Noise Standards Violations KW - Parks KW - Rapid Transit Systems KW - Recreation Resources KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation KW - Transportation Surveys KW - Urban Development KW - New York 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 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36437422?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SECOND+AVENUE+SUBWAY+IN+THE+BOROUGH+OF+MANHATTAN%2C+NEW+YORK+COUNTY%2C+NEW+YORK+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+AUGUST+1999+ON+THE+MANHATTAN+EAST+SIDE+TRANSIT+ALTERNATIVES+STUDY%29&rft.title=SECOND+AVENUE+SUBWAY+IN+THE+BOROUGH+OF+MANHATTAN%2C+NEW+YORK+COUNTY%2C+NEW+YORK+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+AUGUST+1999+ON+THE+MANHATTAN+EAST+SIDE+TRANSIT+ALTERNATIVES+STUDY%29&rft.issn=&rft_id=info:doi/ 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 - Draft. Preparation date: April 4, 2003 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - SECOND AVENUE SUBWAY IN THE BOROUGH OF MANHATTAN, NEW YORK COUNTY, NEW YORK (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF AUGUST 1999 ON THE MANHATTAN EAST SIDE TRANSIT ALTERNATIVES STUDY) [Part 4 of 10] T2 - SECOND AVENUE SUBWAY IN THE BOROUGH OF MANHATTAN, NEW YORK COUNTY, NEW YORK (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF AUGUST 1999 ON THE MANHATTAN EAST SIDE TRANSIT ALTERNATIVES STUDY) AN - 36381731; 10040-030161_0004 AB - PURPOSE: The implementation of a plan to improve transit access and mobility on Manhattan's East Side, New York City, New York is proposed. The proposed facilities would provide service to an area including Lower Manhattan, the Lower East Side, East Midtown, the Upper East Side, and East Harlem. A secondary area, just west of the primary area south of 59th Street, is also included in the study. In the primary area, only the congested Lexington Avenue line provides full north-south rapid transit service. Buses serve the corridor, and many of these carry rider volumes that exceed many rapid transit lines in other cities. Moreover, the bus routes are often slowed by congested urban streets. Several subway lines serve the Lower East Side, but these do not offer direct north-south service on the East Side and their stations are at some distance from residents living in the eastern portions of the neighborhood. Five categories of interrelated public transportation problems were identified, specifically, constrained capacity, poor transit accessibility (particularly for lines running north-south), overly long travel times, lack of flexibility to accommodate demand, and environmental and socioeconomic concerns associated with a strained transit system. Four alternatives, including a No Build Alternative and a transportation systems management (TSM) scheme, were considered in the draft EIS of August 1999. The TSM scheme would include dedicated bus lanes on First and Second avenues. Build alternatives include: 1) a new East Side subway extension on Second Avenue north of 63rd Street and continuing on the Broadway express tracks down to Lower Manhattan and 2) the same new subway supplemented by a new light rail transit (LRT) line serving the Lower East Side and Lower Manhattan. Cost estimates at the date of the final EIS for the TSM and Build Alternatives 1 and 2 were $204 million, $3.88 billion, and $5.09 billion, respectively. This draft supplemental EIS considers a No Action Alternative and an action alternative for related to the Second Avenue Subway. The subway would consist of a new, two-track rail line extending approximately 8,5 miles along the length of Manhattan's East Side corridor from 125th Street to Hanover Square. The subway would serve East Harlem, the Upper East Side, Midtown, Gramercy Park/Union Square, the East Village/Lower East Side/Chinatown, and Lower Manhattan. POSITIVE IMPACTS: The implementation of any alternative would reduce commuter travel times, particularly during peak periods. The build alternatives would also reduce the number of subway passengers having to stand during off-peak hours, reduce subway delays, and reduce private automobile and taxi trips within the study area. Reduction in the number of motor vehicle trips under the subway alternatives would improve air quality. NEGATIVE IMPACTS: Subway construction would result in temporary disruptions to commercial, transportation-related, and social activities in the area surrounding the construction site, particularly if cut-and-cover construction methods were adopted. Six parks would be affected during construction. The project would result in the displacement of residences and businesses, particularly at station sites. Historic and archaeological resource sites would also be disturbed or destroyed. Construction and operation of the subway would result in significant emissions of air pollutants and noise and result in significant vibration impacts. Portions of the project would affect areas located within the city's coastal zone. The project would result in cumulative adverse effects on minority and low-income populations in the vicinity of Grand and Chrystie streets under one of the construction method options. 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 99-0390D, Volume 23, Number 4. JF - EPA number: 030161, Draft Supplemental EIS--1,417 pages and maps, Appendices (Volume 2)--401 pages, Appendices (Volume 3)--423 pages, April 4, 2003 PY - 2003 VL - 4 KW - Roads and Railroads KW - Air Quality KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Floodplains KW - Hazardous Materials KW - Health Hazard Analyses KW - Historic Sites KW - Historic Sites Surveys KW - Motor Vehicles KW - Noise Assessments KW - Noise Standards Violations KW - Parks KW - Rapid Transit Systems KW - Recreation Resources KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation KW - Transportation Surveys KW - Urban Development KW - New York 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 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36381731?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SECOND+AVENUE+SUBWAY+IN+THE+BOROUGH+OF+MANHATTAN%2C+NEW+YORK+COUNTY%2C+NEW+YORK+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+AUGUST+1999+ON+THE+MANHATTAN+EAST+SIDE+TRANSIT+ALTERNATIVES+STUDY%29&rft.title=SECOND+AVENUE+SUBWAY+IN+THE+BOROUGH+OF+MANHATTAN%2C+NEW+YORK+COUNTY%2C+NEW+YORK+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+AUGUST+1999+ON+THE+MANHATTAN+EAST+SIDE+TRANSIT+ALTERNATIVES+STUDY%29&rft.issn=&rft_id=info:doi/ 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 - Draft. Preparation date: April 4, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SECOND AVENUE SUBWAY IN THE BOROUGH OF MANHATTAN, NEW YORK COUNTY, NEW YORK (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF AUGUST 1999 ON THE MANHATTAN EAST SIDE TRANSIT ALTERNATIVES STUDY) [Part 3 of 10] T2 - SECOND AVENUE SUBWAY IN THE BOROUGH OF MANHATTAN, NEW YORK COUNTY, NEW YORK (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF AUGUST 1999 ON THE MANHATTAN EAST SIDE TRANSIT ALTERNATIVES STUDY) AN - 36380078; 10040-030161_0003 AB - PURPOSE: The implementation of a plan to improve transit access and mobility on Manhattan's East Side, New York City, New York is proposed. The proposed facilities would provide service to an area including Lower Manhattan, the Lower East Side, East Midtown, the Upper East Side, and East Harlem. A secondary area, just west of the primary area south of 59th Street, is also included in the study. In the primary area, only the congested Lexington Avenue line provides full north-south rapid transit service. Buses serve the corridor, and many of these carry rider volumes that exceed many rapid transit lines in other cities. Moreover, the bus routes are often slowed by congested urban streets. Several subway lines serve the Lower East Side, but these do not offer direct north-south service on the East Side and their stations are at some distance from residents living in the eastern portions of the neighborhood. Five categories of interrelated public transportation problems were identified, specifically, constrained capacity, poor transit accessibility (particularly for lines running north-south), overly long travel times, lack of flexibility to accommodate demand, and environmental and socioeconomic concerns associated with a strained transit system. Four alternatives, including a No Build Alternative and a transportation systems management (TSM) scheme, were considered in the draft EIS of August 1999. The TSM scheme would include dedicated bus lanes on First and Second avenues. Build alternatives include: 1) a new East Side subway extension on Second Avenue north of 63rd Street and continuing on the Broadway express tracks down to Lower Manhattan and 2) the same new subway supplemented by a new light rail transit (LRT) line serving the Lower East Side and Lower Manhattan. Cost estimates at the date of the final EIS for the TSM and Build Alternatives 1 and 2 were $204 million, $3.88 billion, and $5.09 billion, respectively. This draft supplemental EIS considers a No Action Alternative and an action alternative for related to the Second Avenue Subway. The subway would consist of a new, two-track rail line extending approximately 8,5 miles along the length of Manhattan's East Side corridor from 125th Street to Hanover Square. The subway would serve East Harlem, the Upper East Side, Midtown, Gramercy Park/Union Square, the East Village/Lower East Side/Chinatown, and Lower Manhattan. POSITIVE IMPACTS: The implementation of any alternative would reduce commuter travel times, particularly during peak periods. The build alternatives would also reduce the number of subway passengers having to stand during off-peak hours, reduce subway delays, and reduce private automobile and taxi trips within the study area. Reduction in the number of motor vehicle trips under the subway alternatives would improve air quality. NEGATIVE IMPACTS: Subway construction would result in temporary disruptions to commercial, transportation-related, and social activities in the area surrounding the construction site, particularly if cut-and-cover construction methods were adopted. Six parks would be affected during construction. The project would result in the displacement of residences and businesses, particularly at station sites. Historic and archaeological resource sites would also be disturbed or destroyed. Construction and operation of the subway would result in significant emissions of air pollutants and noise and result in significant vibration impacts. Portions of the project would affect areas located within the city's coastal zone. The project would result in cumulative adverse effects on minority and low-income populations in the vicinity of Grand and Chrystie streets under one of the construction method options. 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 99-0390D, Volume 23, Number 4. JF - EPA number: 030161, Draft Supplemental EIS--1,417 pages and maps, Appendices (Volume 2)--401 pages, Appendices (Volume 3)--423 pages, April 4, 2003 PY - 2003 VL - 3 KW - Roads and Railroads KW - Air Quality KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Floodplains KW - Hazardous Materials KW - Health Hazard Analyses KW - Historic Sites KW - Historic Sites Surveys KW - Motor Vehicles KW - Noise Assessments KW - Noise Standards Violations KW - Parks KW - Rapid Transit Systems KW - Recreation Resources KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation KW - Transportation Surveys KW - Urban Development KW - New York 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 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36380078?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SECOND+AVENUE+SUBWAY+IN+THE+BOROUGH+OF+MANHATTAN%2C+NEW+YORK+COUNTY%2C+NEW+YORK+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+AUGUST+1999+ON+THE+MANHATTAN+EAST+SIDE+TRANSIT+ALTERNATIVES+STUDY%29&rft.title=SECOND+AVENUE+SUBWAY+IN+THE+BOROUGH+OF+MANHATTAN%2C+NEW+YORK+COUNTY%2C+NEW+YORK+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+AUGUST+1999+ON+THE+MANHATTAN+EAST+SIDE+TRANSIT+ALTERNATIVES+STUDY%29&rft.issn=&rft_id=info:doi/ 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 - Draft. Preparation date: April 4, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SECOND AVENUE SUBWAY IN THE BOROUGH OF MANHATTAN, NEW YORK COUNTY, NEW YORK (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF AUGUST 1999 ON THE MANHATTAN EAST SIDE TRANSIT ALTERNATIVES STUDY) [Part 6 of 10] T2 - SECOND AVENUE SUBWAY IN THE BOROUGH OF MANHATTAN, NEW YORK COUNTY, NEW YORK (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF AUGUST 1999 ON THE MANHATTAN EAST SIDE TRANSIT ALTERNATIVES STUDY) AN - 36379902; 10040-030161_0006 AB - PURPOSE: The implementation of a plan to improve transit access and mobility on Manhattan's East Side, New York City, New York is proposed. The proposed facilities would provide service to an area including Lower Manhattan, the Lower East Side, East Midtown, the Upper East Side, and East Harlem. A secondary area, just west of the primary area south of 59th Street, is also included in the study. In the primary area, only the congested Lexington Avenue line provides full north-south rapid transit service. Buses serve the corridor, and many of these carry rider volumes that exceed many rapid transit lines in other cities. Moreover, the bus routes are often slowed by congested urban streets. Several subway lines serve the Lower East Side, but these do not offer direct north-south service on the East Side and their stations are at some distance from residents living in the eastern portions of the neighborhood. Five categories of interrelated public transportation problems were identified, specifically, constrained capacity, poor transit accessibility (particularly for lines running north-south), overly long travel times, lack of flexibility to accommodate demand, and environmental and socioeconomic concerns associated with a strained transit system. Four alternatives, including a No Build Alternative and a transportation systems management (TSM) scheme, were considered in the draft EIS of August 1999. The TSM scheme would include dedicated bus lanes on First and Second avenues. Build alternatives include: 1) a new East Side subway extension on Second Avenue north of 63rd Street and continuing on the Broadway express tracks down to Lower Manhattan and 2) the same new subway supplemented by a new light rail transit (LRT) line serving the Lower East Side and Lower Manhattan. Cost estimates at the date of the final EIS for the TSM and Build Alternatives 1 and 2 were $204 million, $3.88 billion, and $5.09 billion, respectively. This draft supplemental EIS considers a No Action Alternative and an action alternative for related to the Second Avenue Subway. The subway would consist of a new, two-track rail line extending approximately 8,5 miles along the length of Manhattan's East Side corridor from 125th Street to Hanover Square. The subway would serve East Harlem, the Upper East Side, Midtown, Gramercy Park/Union Square, the East Village/Lower East Side/Chinatown, and Lower Manhattan. POSITIVE IMPACTS: The implementation of any alternative would reduce commuter travel times, particularly during peak periods. The build alternatives would also reduce the number of subway passengers having to stand during off-peak hours, reduce subway delays, and reduce private automobile and taxi trips within the study area. Reduction in the number of motor vehicle trips under the subway alternatives would improve air quality. NEGATIVE IMPACTS: Subway construction would result in temporary disruptions to commercial, transportation-related, and social activities in the area surrounding the construction site, particularly if cut-and-cover construction methods were adopted. Six parks would be affected during construction. The project would result in the displacement of residences and businesses, particularly at station sites. Historic and archaeological resource sites would also be disturbed or destroyed. Construction and operation of the subway would result in significant emissions of air pollutants and noise and result in significant vibration impacts. Portions of the project would affect areas located within the city's coastal zone. The project would result in cumulative adverse effects on minority and low-income populations in the vicinity of Grand and Chrystie streets under one of the construction method options. 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 99-0390D, Volume 23, Number 4. JF - EPA number: 030161, Draft Supplemental EIS--1,417 pages and maps, Appendices (Volume 2)--401 pages, Appendices (Volume 3)--423 pages, April 4, 2003 PY - 2003 VL - 6 KW - Roads and Railroads KW - Air Quality KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Floodplains KW - Hazardous Materials KW - Health Hazard Analyses KW - Historic Sites KW - Historic Sites Surveys KW - Motor Vehicles KW - Noise Assessments KW - Noise Standards Violations KW - Parks KW - Rapid Transit Systems KW - Recreation Resources KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation KW - Transportation Surveys KW - Urban Development KW - New York 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 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36379902?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SECOND+AVENUE+SUBWAY+IN+THE+BOROUGH+OF+MANHATTAN%2C+NEW+YORK+COUNTY%2C+NEW+YORK+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+AUGUST+1999+ON+THE+MANHATTAN+EAST+SIDE+TRANSIT+ALTERNATIVES+STUDY%29&rft.title=SECOND+AVENUE+SUBWAY+IN+THE+BOROUGH+OF+MANHATTAN%2C+NEW+YORK+COUNTY%2C+NEW+YORK+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+AUGUST+1999+ON+THE+MANHATTAN+EAST+SIDE+TRANSIT+ALTERNATIVES+STUDY%29&rft.issn=&rft_id=info:doi/ 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 - Draft. Preparation date: April 4, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SECOND AVENUE SUBWAY IN THE BOROUGH OF MANHATTAN, NEW YORK COUNTY, NEW YORK (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF AUGUST 1999 ON THE MANHATTAN EAST SIDE TRANSIT ALTERNATIVES STUDY) [Part /blobprod/objects_content/raw_input/EIS/epabundle/techbooks_updates/20070102//030161/030161_0010.txt of 10] T2 - SECOND AVENUE SUBWAY IN THE BOROUGH OF MANHATTAN, NEW YORK COUNTY, NEW YORK (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF AUGUST 1999 ON THE MANHATTAN EAST SIDE TRANSIT ALTERNATIVES STUDY) AN - 36379835; 10040-030161_0010 AB - PURPOSE: The implementation of a plan to improve transit access and mobility on Manhattan's East Side, New York City, New York is proposed. The proposed facilities would provide service to an area including Lower Manhattan, the Lower East Side, East Midtown, the Upper East Side, and East Harlem. A secondary area, just west of the primary area south of 59th Street, is also included in the study. In the primary area, only the congested Lexington Avenue line provides full north-south rapid transit service. Buses serve the corridor, and many of these carry rider volumes that exceed many rapid transit lines in other cities. Moreover, the bus routes are often slowed by congested urban streets. Several subway lines serve the Lower East Side, but these do not offer direct north-south service on the East Side and their stations are at some distance from residents living in the eastern portions of the neighborhood. Five categories of interrelated public transportation problems were identified, specifically, constrained capacity, poor transit accessibility (particularly for lines running north-south), overly long travel times, lack of flexibility to accommodate demand, and environmental and socioeconomic concerns associated with a strained transit system. Four alternatives, including a No Build Alternative and a transportation systems management (TSM) scheme, were considered in the draft EIS of August 1999. The TSM scheme would include dedicated bus lanes on First and Second avenues. Build alternatives include: 1) a new East Side subway extension on Second Avenue north of 63rd Street and continuing on the Broadway express tracks down to Lower Manhattan and 2) the same new subway supplemented by a new light rail transit (LRT) line serving the Lower East Side and Lower Manhattan. Cost estimates at the date of the final EIS for the TSM and Build Alternatives 1 and 2 were $204 million, $3.88 billion, and $5.09 billion, respectively. This draft supplemental EIS considers a No Action Alternative and an action alternative for related to the Second Avenue Subway. The subway would consist of a new, two-track rail line extending approximately 8,5 miles along the length of Manhattan's East Side corridor from 125th Street to Hanover Square. The subway would serve East Harlem, the Upper East Side, Midtown, Gramercy Park/Union Square, the East Village/Lower East Side/Chinatown, and Lower Manhattan. POSITIVE IMPACTS: The implementation of any alternative would reduce commuter travel times, particularly during peak periods. The build alternatives would also reduce the number of subway passengers having to stand during off-peak hours, reduce subway delays, and reduce private automobile and taxi trips within the study area. Reduction in the number of motor vehicle trips under the subway alternatives would improve air quality. NEGATIVE IMPACTS: Subway construction would result in temporary disruptions to commercial, transportation-related, and social activities in the area surrounding the construction site, particularly if cut-and-cover construction methods were adopted. Six parks would be affected during construction. The project would result in the displacement of residences and businesses, particularly at station sites. Historic and archaeological resource sites would also be disturbed or destroyed. Construction and operation of the subway would result in significant emissions of air pollutants and noise and result in significant vibration impacts. Portions of the project would affect areas located within the city's coastal zone. The project would result in cumulative adverse effects on minority and low-income populations in the vicinity of Grand and Chrystie streets under one of the construction method options. 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 99-0390D, Volume 23, Number 4. JF - EPA number: 030161, Draft Supplemental EIS--1,417 pages and maps, Appendices (Volume 2)--401 pages, Appendices (Volume 3)--423 pages, April 4, 2003 PY - 2003 VL - /blobprod/objects_content/raw_input/EIS/epabundle/techbooks_updates/20070102//030161/030161_0010.txt KW - Roads and Railroads KW - Air Quality KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Floodplains KW - Hazardous Materials KW - Health Hazard Analyses KW - Historic Sites KW - Historic Sites Surveys KW - Motor Vehicles KW - Noise Assessments KW - Noise Standards Violations KW - Parks KW - Rapid Transit Systems KW - Recreation Resources KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation KW - Transportation Surveys KW - Urban Development KW - New York 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 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36379835?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SECOND+AVENUE+SUBWAY+IN+THE+BOROUGH+OF+MANHATTAN%2C+NEW+YORK+COUNTY%2C+NEW+YORK+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+AUGUST+1999+ON+THE+MANHATTAN+EAST+SIDE+TRANSIT+ALTERNATIVES+STUDY%29&rft.title=SECOND+AVENUE+SUBWAY+IN+THE+BOROUGH+OF+MANHATTAN%2C+NEW+YORK+COUNTY%2C+NEW+YORK+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+AUGUST+1999+ON+THE+MANHATTAN+EAST+SIDE+TRANSIT+ALTERNATIVES+STUDY%29&rft.issn=&rft_id=info:doi/ 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 - Draft. Preparation date: April 4, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SECOND AVENUE SUBWAY IN THE BOROUGH OF MANHATTAN, NEW YORK COUNTY, NEW YORK (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF AUGUST 1999 ON THE MANHATTAN EAST SIDE TRANSIT ALTERNATIVES STUDY) [Part 9 of 10] T2 - SECOND AVENUE SUBWAY IN THE BOROUGH OF MANHATTAN, NEW YORK COUNTY, NEW YORK (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF AUGUST 1999 ON THE MANHATTAN EAST SIDE TRANSIT ALTERNATIVES STUDY) AN - 36379753; 10040-030161_0009 AB - PURPOSE: The implementation of a plan to improve transit access and mobility on Manhattan's East Side, New York City, New York is proposed. The proposed facilities would provide service to an area including Lower Manhattan, the Lower East Side, East Midtown, the Upper East Side, and East Harlem. A secondary area, just west of the primary area south of 59th Street, is also included in the study. In the primary area, only the congested Lexington Avenue line provides full north-south rapid transit service. Buses serve the corridor, and many of these carry rider volumes that exceed many rapid transit lines in other cities. Moreover, the bus routes are often slowed by congested urban streets. Several subway lines serve the Lower East Side, but these do not offer direct north-south service on the East Side and their stations are at some distance from residents living in the eastern portions of the neighborhood. Five categories of interrelated public transportation problems were identified, specifically, constrained capacity, poor transit accessibility (particularly for lines running north-south), overly long travel times, lack of flexibility to accommodate demand, and environmental and socioeconomic concerns associated with a strained transit system. Four alternatives, including a No Build Alternative and a transportation systems management (TSM) scheme, were considered in the draft EIS of August 1999. The TSM scheme would include dedicated bus lanes on First and Second avenues. Build alternatives include: 1) a new East Side subway extension on Second Avenue north of 63rd Street and continuing on the Broadway express tracks down to Lower Manhattan and 2) the same new subway supplemented by a new light rail transit (LRT) line serving the Lower East Side and Lower Manhattan. Cost estimates at the date of the final EIS for the TSM and Build Alternatives 1 and 2 were $204 million, $3.88 billion, and $5.09 billion, respectively. This draft supplemental EIS considers a No Action Alternative and an action alternative for related to the Second Avenue Subway. The subway would consist of a new, two-track rail line extending approximately 8,5 miles along the length of Manhattan's East Side corridor from 125th Street to Hanover Square. The subway would serve East Harlem, the Upper East Side, Midtown, Gramercy Park/Union Square, the East Village/Lower East Side/Chinatown, and Lower Manhattan. POSITIVE IMPACTS: The implementation of any alternative would reduce commuter travel times, particularly during peak periods. The build alternatives would also reduce the number of subway passengers having to stand during off-peak hours, reduce subway delays, and reduce private automobile and taxi trips within the study area. Reduction in the number of motor vehicle trips under the subway alternatives would improve air quality. NEGATIVE IMPACTS: Subway construction would result in temporary disruptions to commercial, transportation-related, and social activities in the area surrounding the construction site, particularly if cut-and-cover construction methods were adopted. Six parks would be affected during construction. The project would result in the displacement of residences and businesses, particularly at station sites. Historic and archaeological resource sites would also be disturbed or destroyed. Construction and operation of the subway would result in significant emissions of air pollutants and noise and result in significant vibration impacts. Portions of the project would affect areas located within the city's coastal zone. The project would result in cumulative adverse effects on minority and low-income populations in the vicinity of Grand and Chrystie streets under one of the construction method options. 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 99-0390D, Volume 23, Number 4. JF - EPA number: 030161, Draft Supplemental EIS--1,417 pages and maps, Appendices (Volume 2)--401 pages, Appendices (Volume 3)--423 pages, April 4, 2003 PY - 2003 VL - 9 KW - Roads and Railroads KW - Air Quality KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Floodplains KW - Hazardous Materials KW - Health Hazard Analyses KW - Historic Sites KW - Historic Sites Surveys KW - Motor Vehicles KW - Noise Assessments KW - Noise Standards Violations KW - Parks KW - Rapid Transit Systems KW - Recreation Resources KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation KW - Transportation Surveys KW - Urban Development KW - New York 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 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36379753?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SECOND+AVENUE+SUBWAY+IN+THE+BOROUGH+OF+MANHATTAN%2C+NEW+YORK+COUNTY%2C+NEW+YORK+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+AUGUST+1999+ON+THE+MANHATTAN+EAST+SIDE+TRANSIT+ALTERNATIVES+STUDY%29&rft.title=SECOND+AVENUE+SUBWAY+IN+THE+BOROUGH+OF+MANHATTAN%2C+NEW+YORK+COUNTY%2C+NEW+YORK+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+AUGUST+1999+ON+THE+MANHATTAN+EAST+SIDE+TRANSIT+ALTERNATIVES+STUDY%29&rft.issn=&rft_id=info:doi/ 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 - Draft. Preparation date: April 4, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SECOND AVENUE SUBWAY IN THE BOROUGH OF MANHATTAN, NEW YORK COUNTY, NEW YORK (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF AUGUST 1999 ON THE MANHATTAN EAST SIDE TRANSIT ALTERNATIVES STUDY) [Part 5 of 10] T2 - SECOND AVENUE SUBWAY IN THE BOROUGH OF MANHATTAN, NEW YORK COUNTY, NEW YORK (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF AUGUST 1999 ON THE MANHATTAN EAST SIDE TRANSIT ALTERNATIVES STUDY) AN - 36372945; 10040-030161_0005 AB - PURPOSE: The implementation of a plan to improve transit access and mobility on Manhattan's East Side, New York City, New York is proposed. The proposed facilities would provide service to an area including Lower Manhattan, the Lower East Side, East Midtown, the Upper East Side, and East Harlem. A secondary area, just west of the primary area south of 59th Street, is also included in the study. In the primary area, only the congested Lexington Avenue line provides full north-south rapid transit service. Buses serve the corridor, and many of these carry rider volumes that exceed many rapid transit lines in other cities. Moreover, the bus routes are often slowed by congested urban streets. Several subway lines serve the Lower East Side, but these do not offer direct north-south service on the East Side and their stations are at some distance from residents living in the eastern portions of the neighborhood. Five categories of interrelated public transportation problems were identified, specifically, constrained capacity, poor transit accessibility (particularly for lines running north-south), overly long travel times, lack of flexibility to accommodate demand, and environmental and socioeconomic concerns associated with a strained transit system. Four alternatives, including a No Build Alternative and a transportation systems management (TSM) scheme, were considered in the draft EIS of August 1999. The TSM scheme would include dedicated bus lanes on First and Second avenues. Build alternatives include: 1) a new East Side subway extension on Second Avenue north of 63rd Street and continuing on the Broadway express tracks down to Lower Manhattan and 2) the same new subway supplemented by a new light rail transit (LRT) line serving the Lower East Side and Lower Manhattan. Cost estimates at the date of the final EIS for the TSM and Build Alternatives 1 and 2 were $204 million, $3.88 billion, and $5.09 billion, respectively. This draft supplemental EIS considers a No Action Alternative and an action alternative for related to the Second Avenue Subway. The subway would consist of a new, two-track rail line extending approximately 8,5 miles along the length of Manhattan's East Side corridor from 125th Street to Hanover Square. The subway would serve East Harlem, the Upper East Side, Midtown, Gramercy Park/Union Square, the East Village/Lower East Side/Chinatown, and Lower Manhattan. POSITIVE IMPACTS: The implementation of any alternative would reduce commuter travel times, particularly during peak periods. The build alternatives would also reduce the number of subway passengers having to stand during off-peak hours, reduce subway delays, and reduce private automobile and taxi trips within the study area. Reduction in the number of motor vehicle trips under the subway alternatives would improve air quality. NEGATIVE IMPACTS: Subway construction would result in temporary disruptions to commercial, transportation-related, and social activities in the area surrounding the construction site, particularly if cut-and-cover construction methods were adopted. Six parks would be affected during construction. The project would result in the displacement of residences and businesses, particularly at station sites. Historic and archaeological resource sites would also be disturbed or destroyed. Construction and operation of the subway would result in significant emissions of air pollutants and noise and result in significant vibration impacts. Portions of the project would affect areas located within the city's coastal zone. The project would result in cumulative adverse effects on minority and low-income populations in the vicinity of Grand and Chrystie streets under one of the construction method options. 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 99-0390D, Volume 23, Number 4. JF - EPA number: 030161, Draft Supplemental EIS--1,417 pages and maps, Appendices (Volume 2)--401 pages, Appendices (Volume 3)--423 pages, April 4, 2003 PY - 2003 VL - 5 KW - Roads and Railroads KW - Air Quality KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Floodplains KW - Hazardous Materials KW - Health Hazard Analyses KW - Historic Sites KW - Historic Sites Surveys KW - Motor Vehicles KW - Noise Assessments KW - Noise Standards Violations KW - Parks KW - Rapid Transit Systems KW - Recreation Resources KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation KW - Transportation Surveys KW - Urban Development KW - New York 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 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36372945?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SECOND+AVENUE+SUBWAY+IN+THE+BOROUGH+OF+MANHATTAN%2C+NEW+YORK+COUNTY%2C+NEW+YORK+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+AUGUST+1999+ON+THE+MANHATTAN+EAST+SIDE+TRANSIT+ALTERNATIVES+STUDY%29&rft.title=SECOND+AVENUE+SUBWAY+IN+THE+BOROUGH+OF+MANHATTAN%2C+NEW+YORK+COUNTY%2C+NEW+YORK+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+AUGUST+1999+ON+THE+MANHATTAN+EAST+SIDE+TRANSIT+ALTERNATIVES+STUDY%29&rft.issn=&rft_id=info:doi/ 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 - Draft. Preparation date: April 4, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SECOND AVENUE SUBWAY IN THE BOROUGH OF MANHATTAN, NEW YORK COUNTY, NEW YORK (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF AUGUST 1999 ON THE MANHATTAN EAST SIDE TRANSIT ALTERNATIVES STUDY) [Part 1 of 10] T2 - SECOND AVENUE SUBWAY IN THE BOROUGH OF MANHATTAN, NEW YORK COUNTY, NEW YORK (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF AUGUST 1999 ON THE MANHATTAN EAST SIDE TRANSIT ALTERNATIVES STUDY) AN - 36371391; 10040-030161_0001 AB - PURPOSE: The implementation of a plan to improve transit access and mobility on Manhattan's East Side, New York City, New York is proposed. The proposed facilities would provide service to an area including Lower Manhattan, the Lower East Side, East Midtown, the Upper East Side, and East Harlem. A secondary area, just west of the primary area south of 59th Street, is also included in the study. In the primary area, only the congested Lexington Avenue line provides full north-south rapid transit service. Buses serve the corridor, and many of these carry rider volumes that exceed many rapid transit lines in other cities. Moreover, the bus routes are often slowed by congested urban streets. Several subway lines serve the Lower East Side, but these do not offer direct north-south service on the East Side and their stations are at some distance from residents living in the eastern portions of the neighborhood. Five categories of interrelated public transportation problems were identified, specifically, constrained capacity, poor transit accessibility (particularly for lines running north-south), overly long travel times, lack of flexibility to accommodate demand, and environmental and socioeconomic concerns associated with a strained transit system. Four alternatives, including a No Build Alternative and a transportation systems management (TSM) scheme, were considered in the draft EIS of August 1999. The TSM scheme would include dedicated bus lanes on First and Second avenues. Build alternatives include: 1) a new East Side subway extension on Second Avenue north of 63rd Street and continuing on the Broadway express tracks down to Lower Manhattan and 2) the same new subway supplemented by a new light rail transit (LRT) line serving the Lower East Side and Lower Manhattan. Cost estimates at the date of the final EIS for the TSM and Build Alternatives 1 and 2 were $204 million, $3.88 billion, and $5.09 billion, respectively. This draft supplemental EIS considers a No Action Alternative and an action alternative for related to the Second Avenue Subway. The subway would consist of a new, two-track rail line extending approximately 8,5 miles along the length of Manhattan's East Side corridor from 125th Street to Hanover Square. The subway would serve East Harlem, the Upper East Side, Midtown, Gramercy Park/Union Square, the East Village/Lower East Side/Chinatown, and Lower Manhattan. POSITIVE IMPACTS: The implementation of any alternative would reduce commuter travel times, particularly during peak periods. The build alternatives would also reduce the number of subway passengers having to stand during off-peak hours, reduce subway delays, and reduce private automobile and taxi trips within the study area. Reduction in the number of motor vehicle trips under the subway alternatives would improve air quality. NEGATIVE IMPACTS: Subway construction would result in temporary disruptions to commercial, transportation-related, and social activities in the area surrounding the construction site, particularly if cut-and-cover construction methods were adopted. Six parks would be affected during construction. The project would result in the displacement of residences and businesses, particularly at station sites. Historic and archaeological resource sites would also be disturbed or destroyed. Construction and operation of the subway would result in significant emissions of air pollutants and noise and result in significant vibration impacts. Portions of the project would affect areas located within the city's coastal zone. The project would result in cumulative adverse effects on minority and low-income populations in the vicinity of Grand and Chrystie streets under one of the construction method options. 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 99-0390D, Volume 23, Number 4. JF - EPA number: 030161, Draft Supplemental EIS--1,417 pages and maps, Appendices (Volume 2)--401 pages, Appendices (Volume 3)--423 pages, April 4, 2003 PY - 2003 VL - 1 KW - Roads and Railroads KW - Air Quality KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Floodplains KW - Hazardous Materials KW - Health Hazard Analyses KW - Historic Sites KW - Historic Sites Surveys KW - Motor Vehicles KW - Noise Assessments KW - Noise Standards Violations KW - Parks KW - Rapid Transit Systems KW - Recreation Resources KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation KW - Transportation Surveys KW - Urban Development KW - New York 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 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36371391?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SECOND+AVENUE+SUBWAY+IN+THE+BOROUGH+OF+MANHATTAN%2C+NEW+YORK+COUNTY%2C+NEW+YORK+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+AUGUST+1999+ON+THE+MANHATTAN+EAST+SIDE+TRANSIT+ALTERNATIVES+STUDY%29&rft.title=SECOND+AVENUE+SUBWAY+IN+THE+BOROUGH+OF+MANHATTAN%2C+NEW+YORK+COUNTY%2C+NEW+YORK+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+AUGUST+1999+ON+THE+MANHATTAN+EAST+SIDE+TRANSIT+ALTERNATIVES+STUDY%29&rft.issn=&rft_id=info:doi/ 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 - Draft. Preparation date: April 4, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SECOND AVENUE SUBWAY IN THE BOROUGH OF MANHATTAN, NEW YORK COUNTY, NEW YORK (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF AUGUST 1999 ON THE MANHATTAN EAST SIDE TRANSIT ALTERNATIVES STUDY) [Part 2 of 10] T2 - SECOND AVENUE SUBWAY IN THE BOROUGH OF MANHATTAN, NEW YORK COUNTY, NEW YORK (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF AUGUST 1999 ON THE MANHATTAN EAST SIDE TRANSIT ALTERNATIVES STUDY) AN - 36371270; 10040-030161_0002 AB - PURPOSE: The implementation of a plan to improve transit access and mobility on Manhattan's East Side, New York City, New York is proposed. The proposed facilities would provide service to an area including Lower Manhattan, the Lower East Side, East Midtown, the Upper East Side, and East Harlem. A secondary area, just west of the primary area south of 59th Street, is also included in the study. In the primary area, only the congested Lexington Avenue line provides full north-south rapid transit service. Buses serve the corridor, and many of these carry rider volumes that exceed many rapid transit lines in other cities. Moreover, the bus routes are often slowed by congested urban streets. Several subway lines serve the Lower East Side, but these do not offer direct north-south service on the East Side and their stations are at some distance from residents living in the eastern portions of the neighborhood. Five categories of interrelated public transportation problems were identified, specifically, constrained capacity, poor transit accessibility (particularly for lines running north-south), overly long travel times, lack of flexibility to accommodate demand, and environmental and socioeconomic concerns associated with a strained transit system. Four alternatives, including a No Build Alternative and a transportation systems management (TSM) scheme, were considered in the draft EIS of August 1999. The TSM scheme would include dedicated bus lanes on First and Second avenues. Build alternatives include: 1) a new East Side subway extension on Second Avenue north of 63rd Street and continuing on the Broadway express tracks down to Lower Manhattan and 2) the same new subway supplemented by a new light rail transit (LRT) line serving the Lower East Side and Lower Manhattan. Cost estimates at the date of the final EIS for the TSM and Build Alternatives 1 and 2 were $204 million, $3.88 billion, and $5.09 billion, respectively. This draft supplemental EIS considers a No Action Alternative and an action alternative for related to the Second Avenue Subway. The subway would consist of a new, two-track rail line extending approximately 8,5 miles along the length of Manhattan's East Side corridor from 125th Street to Hanover Square. The subway would serve East Harlem, the Upper East Side, Midtown, Gramercy Park/Union Square, the East Village/Lower East Side/Chinatown, and Lower Manhattan. POSITIVE IMPACTS: The implementation of any alternative would reduce commuter travel times, particularly during peak periods. The build alternatives would also reduce the number of subway passengers having to stand during off-peak hours, reduce subway delays, and reduce private automobile and taxi trips within the study area. Reduction in the number of motor vehicle trips under the subway alternatives would improve air quality. NEGATIVE IMPACTS: Subway construction would result in temporary disruptions to commercial, transportation-related, and social activities in the area surrounding the construction site, particularly if cut-and-cover construction methods were adopted. Six parks would be affected during construction. The project would result in the displacement of residences and businesses, particularly at station sites. Historic and archaeological resource sites would also be disturbed or destroyed. Construction and operation of the subway would result in significant emissions of air pollutants and noise and result in significant vibration impacts. Portions of the project would affect areas located within the city's coastal zone. The project would result in cumulative adverse effects on minority and low-income populations in the vicinity of Grand and Chrystie streets under one of the construction method options. 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 99-0390D, Volume 23, Number 4. JF - EPA number: 030161, Draft Supplemental EIS--1,417 pages and maps, Appendices (Volume 2)--401 pages, Appendices (Volume 3)--423 pages, April 4, 2003 PY - 2003 VL - 2 KW - Roads and Railroads KW - Air Quality KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Floodplains KW - Hazardous Materials KW - Health Hazard Analyses KW - Historic Sites KW - Historic Sites Surveys KW - Motor Vehicles KW - Noise Assessments KW - Noise Standards Violations KW - Parks KW - Rapid Transit Systems KW - Recreation Resources KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation KW - Transportation Surveys KW - Urban Development KW - New York 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 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36371270?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SECOND+AVENUE+SUBWAY+IN+THE+BOROUGH+OF+MANHATTAN%2C+NEW+YORK+COUNTY%2C+NEW+YORK+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+AUGUST+1999+ON+THE+MANHATTAN+EAST+SIDE+TRANSIT+ALTERNATIVES+STUDY%29&rft.title=SECOND+AVENUE+SUBWAY+IN+THE+BOROUGH+OF+MANHATTAN%2C+NEW+YORK+COUNTY%2C+NEW+YORK+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+AUGUST+1999+ON+THE+MANHATTAN+EAST+SIDE+TRANSIT+ALTERNATIVES+STUDY%29&rft.issn=&rft_id=info:doi/ 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 - Draft. Preparation date: April 4, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SECOND AVENUE SUBWAY IN THE BOROUGH OF MANHATTAN, NEW YORK COUNTY, NEW YORK (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF AUGUST 1999 ON THE MANHATTAN EAST SIDE TRANSIT ALTERNATIVES STUDY) [Part 8 of 10] T2 - SECOND AVENUE SUBWAY IN THE BOROUGH OF MANHATTAN, NEW YORK COUNTY, NEW YORK (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF AUGUST 1999 ON THE MANHATTAN EAST SIDE TRANSIT ALTERNATIVES STUDY) AN - 36367113; 10040-030161_0008 AB - PURPOSE: The implementation of a plan to improve transit access and mobility on Manhattan's East Side, New York City, New York is proposed. The proposed facilities would provide service to an area including Lower Manhattan, the Lower East Side, East Midtown, the Upper East Side, and East Harlem. A secondary area, just west of the primary area south of 59th Street, is also included in the study. In the primary area, only the congested Lexington Avenue line provides full north-south rapid transit service. Buses serve the corridor, and many of these carry rider volumes that exceed many rapid transit lines in other cities. Moreover, the bus routes are often slowed by congested urban streets. Several subway lines serve the Lower East Side, but these do not offer direct north-south service on the East Side and their stations are at some distance from residents living in the eastern portions of the neighborhood. Five categories of interrelated public transportation problems were identified, specifically, constrained capacity, poor transit accessibility (particularly for lines running north-south), overly long travel times, lack of flexibility to accommodate demand, and environmental and socioeconomic concerns associated with a strained transit system. Four alternatives, including a No Build Alternative and a transportation systems management (TSM) scheme, were considered in the draft EIS of August 1999. The TSM scheme would include dedicated bus lanes on First and Second avenues. Build alternatives include: 1) a new East Side subway extension on Second Avenue north of 63rd Street and continuing on the Broadway express tracks down to Lower Manhattan and 2) the same new subway supplemented by a new light rail transit (LRT) line serving the Lower East Side and Lower Manhattan. Cost estimates at the date of the final EIS for the TSM and Build Alternatives 1 and 2 were $204 million, $3.88 billion, and $5.09 billion, respectively. This draft supplemental EIS considers a No Action Alternative and an action alternative for related to the Second Avenue Subway. The subway would consist of a new, two-track rail line extending approximately 8,5 miles along the length of Manhattan's East Side corridor from 125th Street to Hanover Square. The subway would serve East Harlem, the Upper East Side, Midtown, Gramercy Park/Union Square, the East Village/Lower East Side/Chinatown, and Lower Manhattan. POSITIVE IMPACTS: The implementation of any alternative would reduce commuter travel times, particularly during peak periods. The build alternatives would also reduce the number of subway passengers having to stand during off-peak hours, reduce subway delays, and reduce private automobile and taxi trips within the study area. Reduction in the number of motor vehicle trips under the subway alternatives would improve air quality. NEGATIVE IMPACTS: Subway construction would result in temporary disruptions to commercial, transportation-related, and social activities in the area surrounding the construction site, particularly if cut-and-cover construction methods were adopted. Six parks would be affected during construction. The project would result in the displacement of residences and businesses, particularly at station sites. Historic and archaeological resource sites would also be disturbed or destroyed. Construction and operation of the subway would result in significant emissions of air pollutants and noise and result in significant vibration impacts. Portions of the project would affect areas located within the city's coastal zone. The project would result in cumulative adverse effects on minority and low-income populations in the vicinity of Grand and Chrystie streets under one of the construction method options. 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 99-0390D, Volume 23, Number 4. JF - EPA number: 030161, Draft Supplemental EIS--1,417 pages and maps, Appendices (Volume 2)--401 pages, Appendices (Volume 3)--423 pages, April 4, 2003 PY - 2003 VL - 8 KW - Roads and Railroads KW - Air Quality KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Floodplains KW - Hazardous Materials KW - Health Hazard Analyses KW - Historic Sites KW - Historic Sites Surveys KW - Motor Vehicles KW - Noise Assessments KW - Noise Standards Violations KW - Parks KW - Rapid Transit Systems KW - Recreation Resources KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation KW - Transportation Surveys KW - Urban Development KW - New York 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 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36367113?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SECOND+AVENUE+SUBWAY+IN+THE+BOROUGH+OF+MANHATTAN%2C+NEW+YORK+COUNTY%2C+NEW+YORK+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+AUGUST+1999+ON+THE+MANHATTAN+EAST+SIDE+TRANSIT+ALTERNATIVES+STUDY%29&rft.title=SECOND+AVENUE+SUBWAY+IN+THE+BOROUGH+OF+MANHATTAN%2C+NEW+YORK+COUNTY%2C+NEW+YORK+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+AUGUST+1999+ON+THE+MANHATTAN+EAST+SIDE+TRANSIT+ALTERNATIVES+STUDY%29&rft.issn=&rft_id=info:doi/ 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 - Draft. Preparation date: April 4, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SECOND AVENUE SUBWAY IN THE BOROUGH OF MANHATTAN, NEW YORK COUNTY, NEW YORK (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF AUGUST 1999 ON THE MANHATTAN EAST SIDE TRANSIT ALTERNATIVES STUDY) [Part 7 of 10] T2 - SECOND AVENUE SUBWAY IN THE BOROUGH OF MANHATTAN, NEW YORK COUNTY, NEW YORK (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF AUGUST 1999 ON THE MANHATTAN EAST SIDE TRANSIT ALTERNATIVES STUDY) AN - 36367057; 10040-030161_0007 AB - PURPOSE: The implementation of a plan to improve transit access and mobility on Manhattan's East Side, New York City, New York is proposed. The proposed facilities would provide service to an area including Lower Manhattan, the Lower East Side, East Midtown, the Upper East Side, and East Harlem. A secondary area, just west of the primary area south of 59th Street, is also included in the study. In the primary area, only the congested Lexington Avenue line provides full north-south rapid transit service. Buses serve the corridor, and many of these carry rider volumes that exceed many rapid transit lines in other cities. Moreover, the bus routes are often slowed by congested urban streets. Several subway lines serve the Lower East Side, but these do not offer direct north-south service on the East Side and their stations are at some distance from residents living in the eastern portions of the neighborhood. Five categories of interrelated public transportation problems were identified, specifically, constrained capacity, poor transit accessibility (particularly for lines running north-south), overly long travel times, lack of flexibility to accommodate demand, and environmental and socioeconomic concerns associated with a strained transit system. Four alternatives, including a No Build Alternative and a transportation systems management (TSM) scheme, were considered in the draft EIS of August 1999. The TSM scheme would include dedicated bus lanes on First and Second avenues. Build alternatives include: 1) a new East Side subway extension on Second Avenue north of 63rd Street and continuing on the Broadway express tracks down to Lower Manhattan and 2) the same new subway supplemented by a new light rail transit (LRT) line serving the Lower East Side and Lower Manhattan. Cost estimates at the date of the final EIS for the TSM and Build Alternatives 1 and 2 were $204 million, $3.88 billion, and $5.09 billion, respectively. This draft supplemental EIS considers a No Action Alternative and an action alternative for related to the Second Avenue Subway. The subway would consist of a new, two-track rail line extending approximately 8,5 miles along the length of Manhattan's East Side corridor from 125th Street to Hanover Square. The subway would serve East Harlem, the Upper East Side, Midtown, Gramercy Park/Union Square, the East Village/Lower East Side/Chinatown, and Lower Manhattan. POSITIVE IMPACTS: The implementation of any alternative would reduce commuter travel times, particularly during peak periods. The build alternatives would also reduce the number of subway passengers having to stand during off-peak hours, reduce subway delays, and reduce private automobile and taxi trips within the study area. Reduction in the number of motor vehicle trips under the subway alternatives would improve air quality. NEGATIVE IMPACTS: Subway construction would result in temporary disruptions to commercial, transportation-related, and social activities in the area surrounding the construction site, particularly if cut-and-cover construction methods were adopted. Six parks would be affected during construction. The project would result in the displacement of residences and businesses, particularly at station sites. Historic and archaeological resource sites would also be disturbed or destroyed. Construction and operation of the subway would result in significant emissions of air pollutants and noise and result in significant vibration impacts. Portions of the project would affect areas located within the city's coastal zone. The project would result in cumulative adverse effects on minority and low-income populations in the vicinity of Grand and Chrystie streets under one of the construction method options. 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 99-0390D, Volume 23, Number 4. JF - EPA number: 030161, Draft Supplemental EIS--1,417 pages and maps, Appendices (Volume 2)--401 pages, Appendices (Volume 3)--423 pages, April 4, 2003 PY - 2003 VL - 7 KW - Roads and Railroads KW - Air Quality KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Floodplains KW - Hazardous Materials KW - Health Hazard Analyses KW - Historic Sites KW - Historic Sites Surveys KW - Motor Vehicles KW - Noise Assessments KW - Noise Standards Violations KW - Parks KW - Rapid Transit Systems KW - Recreation Resources KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation KW - Transportation Surveys KW - Urban Development KW - New York 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 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36367057?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SECOND+AVENUE+SUBWAY+IN+THE+BOROUGH+OF+MANHATTAN%2C+NEW+YORK+COUNTY%2C+NEW+YORK+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+AUGUST+1999+ON+THE+MANHATTAN+EAST+SIDE+TRANSIT+ALTERNATIVES+STUDY%29&rft.title=SECOND+AVENUE+SUBWAY+IN+THE+BOROUGH+OF+MANHATTAN%2C+NEW+YORK+COUNTY%2C+NEW+YORK+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+AUGUST+1999+ON+THE+MANHATTAN+EAST+SIDE+TRANSIT+ALTERNATIVES+STUDY%29&rft.issn=&rft_id=info:doi/ 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 - Draft. Preparation date: April 4, 2003 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. [Part 2 of 2] T2 - SOUTHERN CORRIDOR, FROM I-15 AT REFERENCE POST 2 IN ST. GEORGE TO SR 9 NEAR HURRICANE, WASHINGTON COUNTY, UTAH. AN - 36347470; 10033-030154_0002 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 draft 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.) JF - EPA number: 030154, 566 pages and maps, April 2, 2003 PY - 2003 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-03-01-D KW - Air Quality KW - Archaeological Sites KW - Birds KW - Cultural Resources Surveys 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/36347470?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-02&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 - Draft. Preparation date: April 2, 2003 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. [Part 1 of 2] T2 - SOUTHERN CORRIDOR, FROM I-15 AT REFERENCE POST 2 IN ST. GEORGE TO SR 9 NEAR HURRICANE, WASHINGTON COUNTY, UTAH. AN - 36347284; 10033-030154_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 draft 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.) JF - EPA number: 030154, 566 pages and maps, April 2, 2003 PY - 2003 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-03-01-D KW - Air Quality KW - Archaeological Sites KW - Birds KW - Cultural Resources Surveys 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/36347284?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-02&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 - Draft. Preparation date: April 2, 2003 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 - 16360771; 10033 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 draft 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.) JF - EPA number: 030154, 566 pages and maps, April 2, 2003 PY - 2003 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-03-01-D KW - Air Quality KW - Archaeological Sites KW - Birds KW - Cultural Resources Surveys 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/16360771?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-04-02&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 - Draft. Preparation date: April 2, 2003 N1 - Last updated - 2014-01-30 ER - TY - JOUR T1 - Air bag safety. AN - 73126879; 12660701 JF - Journal of emergency nursing: JEN : official publication of the Emergency Department Nurses Association AU - Kuska, Thelma AD - National Highway Traffic Safety Administration, Region 5, Olympia Fields, IL, USA. tkuska@nhtsa.dot.gov Y1 - 2003/04// PY - 2003 DA - April 2003 SP - 153 EP - 156 VL - 29 IS - 2 SN - 0099-1767, 0099-1767 KW - Nursing KW - Equipment Design KW - Humans KW - Seat Belts -- adverse effects KW - Seat Belts -- standards KW - Air Bags -- standards KW - Safety Management -- methods KW - Air Bags -- contraindications KW - Air Bags -- adverse effects KW - Accidents, Traffic -- prevention & control UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/73126879?accountid=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+emergency+nursing%3A+JEN+%3A+official+publication+of+the+Emergency+Department+Nurses+Association&rft.atitle=Air+bag+safety.&rft.au=Kuska%2C+Thelma&rft.aulast=Kuska&rft.aufirst=Thelma&rft.date=2003-04-01&rft.volume=29&rft.issue=2&rft.spage=153&rft.isbn=&rft.btitle=&rft.title=Journal+of+emergency+nursing%3A+JEN+%3A+official+publication+of+the+Emergency+Department+Nurses+Association&rft.issn=00991767&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date completed - 2003-05-08 N1 - Date created - 2003-03-27 N1 - Date revised - 2017-01-13 N1 - SuppNotes - Comment In: J Emerg Nurs. 2003 Aug;29(4):309 [12874550] N1 - Last updated - 2017-01-18 ER - TY - JOUR T1 - Working proactively with developers to preserve urban trees AN - 19927683; 6049810 AB - To address the challenge of preserving street trees as an element of urban project design and construction, two City of Seattle Departments have developed a joint program to provide early communication and guidance, before building plans become firm or permits have been issued. JF - Cities AU - Ames, B AU - Dewald, S AD - Seattle Department of Transportation, Key Tower, Suite 3800, 700 5th Avenue 700, Seattle, WA 98104, USA, bill.ames@seattle.gov Y1 - 2003/04// PY - 2003 DA - Apr 2003 SP - 95 EP - 100 PB - Elsevier Science Ltd., The Boulevard Langford Lane Kidlington Oxford OX5 1GB UK, [mailto:usinfo-f@elsevier.com], [URL:http://www.elsevier.nl] VL - 20 IS - 2 SN - 0264-2751, 0264-2751 KW - city planning KW - Sustainability Science Abstracts; Human Population KW - Seattle KW - urban development KW - consultation KW - preservation KW - Roadsides KW - Trees KW - USA, Washington, Seattle KW - Development KW - Urban environments KW - M1 325:Human Habitat & Natural Resource Development KW - M3 1010:Issues in Sustainable Development UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/19927683?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Assamodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Cities&rft.atitle=Working+proactively+with+developers+to+preserve+urban+trees&rft.au=Ames%2C+B%3BDewald%2C+S&rft.aulast=Ames&rft.aufirst=B&rft.date=2003-04-01&rft.volume=20&rft.issue=2&rft.spage=95&rft.isbn=&rft.btitle=&rft.title=Cities&rft.issn=02642751&rft_id=info:doi/10.1016%2FS0264-2751%2802%2900117-8 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2004-10-01 N1 - Last updated - 2015-03-24 N1 - SubjectsTermNotLitGenreText - Trees; Roadsides; Development; Urban environments; USA, Washington, Seattle DO - http://dx.doi.org/10.1016/S0264-2751(02)00117-8 ER - TY - JOUR T1 - Distribution of Butalbital in Postmortem Tissues and Fluids from Non-Overdose Cases AN - 18809126; 5679812 AB - During the investigation of fatal aviation accidents, postmortem samples from the pilots/co-pilots are submitted to the Federal Aviation Administration's (FAA) Civil Aerospace Medical Institute (CAMI) for toxicological analysis. Although therapeutic levels for most drugs are typically reported in the scientific literature for blood and plasma, blood specimens are received in only approximately 70% of our cases. Therefore, it is imperative for an accident investigator and forensic toxicologist to be able to estimate drug concentrations in an aviation accident victim's blood from available tissue drug concentrations. This is exemplified by a recent aviation fatality in which butalbital was identified in the muscle tissue of a pilot. In this case, no blood was available for analysis, but investigators needed to know the approximate butalbital concentration expected in the victim's blood. Certain side effects of butalbital, such as drowsiness, sedation, dizziness, and a feeling of intoxication, could affect pilot performance and become a significant factor in an aviation accident. Thus, our laboratory determined the distribution of butalbital in various postmortem tissues and fluids. The distribution coefficients for butalbital, expressed as specimen/blood ratios, were found to be as follows: 0.66 plus or minus 0.09 (muscle, n = 4), 0.98 plus or minus 0.09 (kidney, n = 4), 0.87 plus or minus 0.06 (lung, n = 4), 0.75 plus or minus 0.03 (spleen, n = 4), 0.96 plus or minus 0.07 (brain, n = 3), 2.22 plus or minus 0.04 (liver, n = 4), and 0.91 plus or minus 0.17 (heart, n = 2). The results obtained from our limited number of cases suggest that muscle, kidney, lung, spleen, brain, liver, and heart could be used, in a cautious and conservative fashion, to estimate butalbital blood concentrations. JF - Journal of Analytical Toxicology AU - Lewis, R J AU - Johnson, R D AU - Southern, T L AU - Canfield, D V AD - Civil Aerospace Medical Institute, Federal Aviation Administration, Toxicology and Accident Research Laboratory, AAM-610, P.O. Box 25082, Oklahoma City, Oklahoma 73125, USA Y1 - 2003/04// PY - 2003 DA - Apr 2003 SP - 145 EP - 148 VL - 27 IS - 3 SN - 0146-4760, 0146-4760 KW - butalbital KW - distribution KW - man KW - Toxicology Abstracts KW - X 24114:Metabolism UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/18809126?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Atoxicologyabstracts&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Journal+of+Analytical+Toxicology&rft.atitle=Distribution+of+Butalbital+in+Postmortem+Tissues+and+Fluids+from+Non-Overdose+Cases&rft.au=Lewis%2C+R+J%3BJohnson%2C+R+D%3BSouthern%2C+T+L%3BCanfield%2C+D+V&rft.aulast=Lewis&rft.aufirst=R&rft.date=2003-04-01&rft.volume=27&rft.issue=3&rft.spage=145&rft.isbn=&rft.btitle=&rft.title=Journal+of+Analytical+Toxicology&rft.issn=01464760&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2006-11-01 N1 - Last updated - 2011-12-13 ER - TY - JOUR T1 - An empirical investigation of European drivers' self-assessment AN - 18744217; 5618450 AB - Problem: Evaluating motorists through self-assessment has attracted much interest in recent literature, which is mainly due to the profound impact various parameters of self-assessment can have on the way motorists deal with hazardous traffic situations. Much of the previous work in this area has been hampered both by the lack of adequate sample sizes and, because of the small samples, the evaluation methodologies used. Method: This paper extends previous research in two significant directions: (a) it uses the SARTRE 2 database, which provides more than 17,000 questionnaires from most European countries; and (b) it employs the ordered probit modeling approach, which recognizes the latent nature of self-assessment and explicitly links its dimensions to a set of relevant explanatory variables such as age, gender, region, and income. Results: The results indicate that drivers who rate themselves as both more dangerous and faster than others are, generally, younger men, with higher incomes, break the speed limit more frequently, avoid wearing seat belts, and have been involved in more accidents in the past than other drivers. Interestingly, more experienced and more highly educated drivers assess their driving as less dangerous, but admit to driving faster than other drivers. Impact on Industry: The methodology used and the results obtained can be a significant help in identifying drivers with high and low self-assessment ratings, which can be useful in planning and implementing road safety information campaigns. JF - Journal of Safety Research AU - Karlaftis, M G AU - Kotzampassakis, I AU - Kanellaidis, G AD - Department of Transportation Planning and Engineering, School of Civil Engineering, National Technical University of Athens, 5 Iroon Polytechnion Street, Zografou Campus, 15773, Athens, Greece, mgk@central.ntua.gr Y1 - 2003/04// PY - 2003 DA - Apr 2003 SP - 207 EP - 213 VL - 34 IS - 2 SN - 0022-4375, 0022-4375 KW - Risk Abstracts; Health & Safety Science Abstracts KW - R2 23020:Technological risks KW - H 2000:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/18744217?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ariskabstracts&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Journal+of+Safety+Research&rft.atitle=An+empirical+investigation+of+European+drivers%27+self-assessment&rft.au=Karlaftis%2C+M+G%3BKotzampassakis%2C+I%3BKanellaidis%2C+G&rft.aulast=Karlaftis&rft.aufirst=M&rft.date=2003-04-01&rft.volume=34&rft.issue=2&rft.spage=207&rft.isbn=&rft.btitle=&rft.title=Journal+of+Safety+Research&rft.issn=00224375&rft_id=info:doi/10.1016%2FS0022-4375%2803%2900009-4 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2006-11-01 N1 - Last updated - 2011-12-13 DO - http://dx.doi.org/10.1016/S0022-4375(03)00009-4 ER - TY - RPRT T1 - MIC/EARLINGTON HEIGHTS CONNECTOR STUDY, MIAMI-DADE COUNTY, FLORIDA. [Part 2 of 2] T2 - MIC/EARLINGTON HEIGHTS CONNECTOR STUDY, MIAMI-DADE COUNTY, FLORIDA. AN - 36347404; 10127-030250_0002 AB - PURPOSE: The extension of Miami-Dade Transit's existing rapid rail transit (RRT) system to provide service to Airport's (MIA) from the Earlington Heights Metrorail station or people-mover train extending from the Miami Intermodal Center (MIC) to Miami International Airport (MIA) in Miami-Dade County, Florida is proposed. The boundaries of the local study area for the Miami Intermodal Center/Earlington Heights Connector extension are Northwest (NW) 46th Street to the north, NW 20th Street to the south, NW 42nd Avenue (LeJune Road) to the west, and NW 22nd Avenue to the east. The MIC/Earlington Heights Connector would provide a link to the MIC via a 2.5-mile connection from the existing heavy rail line of the Earlington Heights Metrorail station located at State Road 112 and NW 22nd Street. Just west of the study area is MIA, a key activity generator and one of the largest airports in the US in terms of total annual passenger throughput. Annual passenger throughput is expected to increase from 21 million in 2001 to over 70 million in 2020. Air freight throughput is expected to increase significantly as well. The MIA area provides employment to over 40,000 workers in the area. The area suffers from high levels of congestion on regional and local roadways, limited access in the study area, air quality concerns, particularly for ozone, a high occurrence of traffic accidents, and deficiencies with respect to public transportation quality and connectivity. This draft EIS considers a No-Build Alternative (Alternative 1), a baseline alternative (Alternative 2), three alternatives involving RRT extensions from Earlington Heights to MIC (alternatives 3, 4, and 5), and an alternative involving an Miami Intermodal Center (MIC)-MIA Connector extension (Alternative 6). Two subalternatives are outlined for each MIC-Earlington Heights alternative. The baseline alternative is defined as low-cost, operationally oriented improvements to address the identified transportation in the corridor. The three Metrorail Extension alternatives would involve extending the rail technology of the Stage 1 Metrorail line from the Earlington Heights station west to the MIC. The alternatives differ only with respect to alignment of the extended RRT line. The MIC-MIA Connector extension (people-mover) would largely follow the alignment of one of the MIC-Earlington Heights and meet the Metrorail at Earlington Heights station. Capital cost estimates for the MIC/Earlington Connection range from $213.3 million to $387.9 million; annual operation and maintenance costs are estimated to range from 229.5 million to $244.6 million. Capital cost of the MIA /MIC people-mover is estimated at $263.2 million; annual operation and maintenance costs for the people-mover extension are estimated at $248.0 million. POSITIVE IMPACTS: The MIC/Earlington Heights Connector would maximize mobility for Miami-Dade workers accessing the study area, improve the integration of the MIC, encourage beneficial development patterns, maximize the efficiency o the transportation in the study area, and improve South Florida's regional transportation connectivity. A direct transit connection would be provided to MIA. Transit quality for low-income groups and other transit-dependent travelers would be enhanced. The presence of the transit system would reduce the use of motor vehicles and, thereby, improve regional air quality and road safety and relieve parking shortages at MIA. NEGATIVE IMPACTS: Rights-of-way requirements fro the MIC-Earlington Heights Connector would result in the displacement five to 20 businesses, four to eight residences, and three to seven vacant lots. The MCI-MIA Connector alternative would result in displacement of 13 businesses, four residences, and three vacant lots, Transit structures would represent a significant visual intrusion and geographic barrier in the neighborhoods traversed. Up to four properties eligible for inclusion in the National Register of Historic Places would lie within the area of potential effect. Each of the build alternatives would involve a crossing of the Miami River, which is designated as critical habitat for the endangered West Indian manatee. A total of 34 sites containing significant levels of hazardous wastes would lie within the study area. One MIC /Earlington Heights Connector and one MIC-MIA Connector alternative would require a bridge clearance across that Miami River that would not meet navigational clearance requirements; the MIC/Earlington Heights Connector alternative includes a tunnel option that would eliminate the navigational restriction. LEGAL MANDATES: Federal Transit Laws (49 U.S.C. 53), National Historic Preservation Act of 1966, as amended (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: 030250, Draft EIS--324 pages and maps, Map supplement, March 25, 2003 PY - 2003 VL - 2 KW - Roads and Railroads KW - Airports KW - Air Quality KW - Bridges KW - Employment KW - Endangered Species (Animals) KW - Hazardous Wastes KW - Historic Sites KW - Marine Mammals KW - Railroad Structures KW - Tunnels (Railroads) KW - Rapid Transit Systems KW - Safety KW - Transportation KW - Florida KW - Federal Transit Laws, 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/36347404?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-03-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MIC%2FEARLINGTON+HEIGHTS+CONNECTOR+STUDY%2C+MIAMI-DADE+COUNTY%2C+FLORIDA.&rft.title=MIC%2FEARLINGTON+HEIGHTS+CONNECTOR+STUDY%2C+MIAMI-DADE+COUNTY%2C+FLORIDA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Atlanta, Georgia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: March 25, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MIC/EARLINGTON HEIGHTS CONNECTOR STUDY, MIAMI-DADE COUNTY, FLORIDA. [Part 1 of 2] T2 - MIC/EARLINGTON HEIGHTS CONNECTOR STUDY, MIAMI-DADE COUNTY, FLORIDA. AN - 36346452; 10127-030250_0001 AB - PURPOSE: The extension of Miami-Dade Transit's existing rapid rail transit (RRT) system to provide service to Airport's (MIA) from the Earlington Heights Metrorail station or people-mover train extending from the Miami Intermodal Center (MIC) to Miami International Airport (MIA) in Miami-Dade County, Florida is proposed. The boundaries of the local study area for the Miami Intermodal Center/Earlington Heights Connector extension are Northwest (NW) 46th Street to the north, NW 20th Street to the south, NW 42nd Avenue (LeJune Road) to the west, and NW 22nd Avenue to the east. The MIC/Earlington Heights Connector would provide a link to the MIC via a 2.5-mile connection from the existing heavy rail line of the Earlington Heights Metrorail station located at State Road 112 and NW 22nd Street. Just west of the study area is MIA, a key activity generator and one of the largest airports in the US in terms of total annual passenger throughput. Annual passenger throughput is expected to increase from 21 million in 2001 to over 70 million in 2020. Air freight throughput is expected to increase significantly as well. The MIA area provides employment to over 40,000 workers in the area. The area suffers from high levels of congestion on regional and local roadways, limited access in the study area, air quality concerns, particularly for ozone, a high occurrence of traffic accidents, and deficiencies with respect to public transportation quality and connectivity. This draft EIS considers a No-Build Alternative (Alternative 1), a baseline alternative (Alternative 2), three alternatives involving RRT extensions from Earlington Heights to MIC (alternatives 3, 4, and 5), and an alternative involving an Miami Intermodal Center (MIC)-MIA Connector extension (Alternative 6). Two subalternatives are outlined for each MIC-Earlington Heights alternative. The baseline alternative is defined as low-cost, operationally oriented improvements to address the identified transportation in the corridor. The three Metrorail Extension alternatives would involve extending the rail technology of the Stage 1 Metrorail line from the Earlington Heights station west to the MIC. The alternatives differ only with respect to alignment of the extended RRT line. The MIC-MIA Connector extension (people-mover) would largely follow the alignment of one of the MIC-Earlington Heights and meet the Metrorail at Earlington Heights station. Capital cost estimates for the MIC/Earlington Connection range from $213.3 million to $387.9 million; annual operation and maintenance costs are estimated to range from 229.5 million to $244.6 million. Capital cost of the MIA /MIC people-mover is estimated at $263.2 million; annual operation and maintenance costs for the people-mover extension are estimated at $248.0 million. POSITIVE IMPACTS: The MIC/Earlington Heights Connector would maximize mobility for Miami-Dade workers accessing the study area, improve the integration of the MIC, encourage beneficial development patterns, maximize the efficiency o the transportation in the study area, and improve South Florida's regional transportation connectivity. A direct transit connection would be provided to MIA. Transit quality for low-income groups and other transit-dependent travelers would be enhanced. The presence of the transit system would reduce the use of motor vehicles and, thereby, improve regional air quality and road safety and relieve parking shortages at MIA. NEGATIVE IMPACTS: Rights-of-way requirements fro the MIC-Earlington Heights Connector would result in the displacement five to 20 businesses, four to eight residences, and three to seven vacant lots. The MCI-MIA Connector alternative would result in displacement of 13 businesses, four residences, and three vacant lots, Transit structures would represent a significant visual intrusion and geographic barrier in the neighborhoods traversed. Up to four properties eligible for inclusion in the National Register of Historic Places would lie within the area of potential effect. Each of the build alternatives would involve a crossing of the Miami River, which is designated as critical habitat for the endangered West Indian manatee. A total of 34 sites containing significant levels of hazardous wastes would lie within the study area. One MIC /Earlington Heights Connector and one MIC-MIA Connector alternative would require a bridge clearance across that Miami River that would not meet navigational clearance requirements; the MIC/Earlington Heights Connector alternative includes a tunnel option that would eliminate the navigational restriction. LEGAL MANDATES: Federal Transit Laws (49 U.S.C. 53), National Historic Preservation Act of 1966, as amended (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: 030250, Draft EIS--324 pages and maps, Map supplement, March 25, 2003 PY - 2003 VL - 1 KW - Roads and Railroads KW - Airports KW - Air Quality KW - Bridges KW - Employment KW - Endangered Species (Animals) KW - Hazardous Wastes KW - Historic Sites KW - Marine Mammals KW - Railroad Structures KW - Tunnels (Railroads) KW - Rapid Transit Systems KW - Safety KW - Transportation KW - Florida KW - Federal Transit Laws, 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/36346452?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-03-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MIC%2FEARLINGTON+HEIGHTS+CONNECTOR+STUDY%2C+MIAMI-DADE+COUNTY%2C+FLORIDA.&rft.title=MIC%2FEARLINGTON+HEIGHTS+CONNECTOR+STUDY%2C+MIAMI-DADE+COUNTY%2C+FLORIDA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Atlanta, Georgia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: March 25, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MIC/EARLINGTON HEIGHTS CONNECTOR STUDY, MIAMI-DADE COUNTY, FLORIDA. AN - 16347827; 10127 AB - PURPOSE: The extension of Miami-Dade Transit's existing rapid rail transit (RRT) system to provide service to Airport's (MIA) from the Earlington Heights Metrorail station or people-mover train extending from the Miami Intermodal Center (MIC) to Miami International Airport (MIA) in Miami-Dade County, Florida is proposed. The boundaries of the local study area for the Miami Intermodal Center/Earlington Heights Connector extension are Northwest (NW) 46th Street to the north, NW 20th Street to the south, NW 42nd Avenue (LeJune Road) to the west, and NW 22nd Avenue to the east. The MIC/Earlington Heights Connector would provide a link to the MIC via a 2.5-mile connection from the existing heavy rail line of the Earlington Heights Metrorail station located at State Road 112 and NW 22nd Street. Just west of the study area is MIA, a key activity generator and one of the largest airports in the US in terms of total annual passenger throughput. Annual passenger throughput is expected to increase from 21 million in 2001 to over 70 million in 2020. Air freight throughput is expected to increase significantly as well. The MIA area provides employment to over 40,000 workers in the area. The area suffers from high levels of congestion on regional and local roadways, limited access in the study area, air quality concerns, particularly for ozone, a high occurrence of traffic accidents, and deficiencies with respect to public transportation quality and connectivity. This draft EIS considers a No-Build Alternative (Alternative 1), a baseline alternative (Alternative 2), three alternatives involving RRT extensions from Earlington Heights to MIC (alternatives 3, 4, and 5), and an alternative involving an Miami Intermodal Center (MIC)-MIA Connector extension (Alternative 6). Two subalternatives are outlined for each MIC-Earlington Heights alternative. The baseline alternative is defined as low-cost, operationally oriented improvements to address the identified transportation in the corridor. The three Metrorail Extension alternatives would involve extending the rail technology of the Stage 1 Metrorail line from the Earlington Heights station west to the MIC. The alternatives differ only with respect to alignment of the extended RRT line. The MIC-MIA Connector extension (people-mover) would largely follow the alignment of one of the MIC-Earlington Heights and meet the Metrorail at Earlington Heights station. Capital cost estimates for the MIC/Earlington Connection range from $213.3 million to $387.9 million; annual operation and maintenance costs are estimated to range from 229.5 million to $244.6 million. Capital cost of the MIA /MIC people-mover is estimated at $263.2 million; annual operation and maintenance costs for the people-mover extension are estimated at $248.0 million. POSITIVE IMPACTS: The MIC/Earlington Heights Connector would maximize mobility for Miami-Dade workers accessing the study area, improve the integration of the MIC, encourage beneficial development patterns, maximize the efficiency o the transportation in the study area, and improve South Florida's regional transportation connectivity. A direct transit connection would be provided to MIA. Transit quality for low-income groups and other transit-dependent travelers would be enhanced. The presence of the transit system would reduce the use of motor vehicles and, thereby, improve regional air quality and road safety and relieve parking shortages at MIA. NEGATIVE IMPACTS: Rights-of-way requirements fro the MIC-Earlington Heights Connector would result in the displacement five to 20 businesses, four to eight residences, and three to seven vacant lots. The MCI-MIA Connector alternative would result in displacement of 13 businesses, four residences, and three vacant lots, Transit structures would represent a significant visual intrusion and geographic barrier in the neighborhoods traversed. Up to four properties eligible for inclusion in the National Register of Historic Places would lie within the area of potential effect. Each of the build alternatives would involve a crossing of the Miami River, which is designated as critical habitat for the endangered West Indian manatee. A total of 34 sites containing significant levels of hazardous wastes would lie within the study area. One MIC /Earlington Heights Connector and one MIC-MIA Connector alternative would require a bridge clearance across that Miami River that would not meet navigational clearance requirements; the MIC/Earlington Heights Connector alternative includes a tunnel option that would eliminate the navigational restriction. LEGAL MANDATES: Federal Transit Laws (49 U.S.C. 53), National Historic Preservation Act of 1966, as amended (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: 030250, Draft EIS--324 pages and maps, Map supplement, March 25, 2003 PY - 2003 KW - Roads and Railroads KW - Airports KW - Air Quality KW - Bridges KW - Employment KW - Endangered Species (Animals) KW - Hazardous Wastes KW - Historic Sites KW - Marine Mammals KW - Railroad Structures KW - Tunnels (Railroads) KW - Rapid Transit Systems KW - Safety KW - Transportation KW - Florida KW - Federal Transit Laws, 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/16347827?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-03-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MIC%2FEARLINGTON+HEIGHTS+CONNECTOR+STUDY%2C+MIAMI-DADE+COUNTY%2C+FLORIDA.&rft.title=MIC%2FEARLINGTON+HEIGHTS+CONNECTOR+STUDY%2C+MIAMI-DADE+COUNTY%2C+FLORIDA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Atlanta, Georgia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: March 25, 2003 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - MEMORIAL BRIDGE REPLACEMENT, BISMARCK, NORTH DAKOTA. AN - 36441608; 10008 AB - PURPOSE: The rehabilitation or reconstruction of the Liberty Memorial Bridge connecting Bismarck and Mandan, North Dakota is proposed. The bridge, which spans the Missouri River, constitutes a key crossing on the Interstate 94 (I-94) Business Loop required to maintain connectivity between the two cities. The bridge suffers from poor and deteriorating structural components and does not provide the capacity to efficiently accommodate future traffic demands. The existing bridge is a two-lane, bi-directional facility. The project termini extend from the intersection with Fraine Barracks Road on the east of the Memorial Bridge and the I-94 interchange with the Bismarck Expressway on the west end of the bridge. Six alternatives, including a No-Build Alternative, are considered in this draft EIS. Alternative 1 would involve rehabilitation of the existing bridge. Alternatives 2A or 2B would result in the construction of a new four-lane bridge on a southern or northern alignment, respectively. Alternatives 3A or 3B would involve the construction of a new two-lane bridge on a southern or northern alignment, respectively. All six alternatives are located within a similar corridor. Estimated costs of the action alternatives range from $36.3 million to $57 million. POSITIVE IMPACTS: Any action alternative would improve this critical link between Bismarck and Mandan. Alternative 1 would prevent excessive damage to a visually important structure that has been placed in the National Register of Historic Places. NEGATIVE IMPACTS: Alteration or demolition of the bridge would affect the historic structure. Alternative 1 would not efficiently accommodate future traffic demands, retain less than desirable structural geometrics and pedestrian facilities, and require closure of the bridge for 22 months. All build alternatives would have some potential for disturbing threatened and endangered species, increasing noise levels during the construction phase, and degrading water quality in the Missouri River. Alternatives 2A, 3A, 2B, or 3B would require the relocation of one home. LEGAL MANDATES: Department of Transportation Act of 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). JF - EPA number: 030129, Draft EIS--721 pages, Section 4(f) Statement--29 pages, March 21, 2003 PY - 2003 KW - Roads and Railroads KW - Agency number: FHWA-ND-EIS-02-02-D KW - Bridges KW - Cultural Resources KW - Demolition KW - Endangered Species (Animals) KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - North Dakota KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36441608?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-03-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MEMORIAL+BRIDGE+REPLACEMENT%2C+BISMARCK%2C+NORTH+DAKOTA.&rft.title=MEMORIAL+BRIDGE+REPLACEMENT%2C+BISMARCK%2C+NORTH+DAKOTA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Bismarck, North Dakota; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: March 21, 2003 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - MEMORIAL BRIDGE REPLACEMENT, BISMARCK, NORTH DAKOTA. [Part 1 of 1] T2 - MEMORIAL BRIDGE REPLACEMENT, BISMARCK, NORTH DAKOTA. AN - 36380573; 10008-030129_0001 AB - PURPOSE: The rehabilitation or reconstruction of the Liberty Memorial Bridge connecting Bismarck and Mandan, North Dakota is proposed. The bridge, which spans the Missouri River, constitutes a key crossing on the Interstate 94 (I-94) Business Loop required to maintain connectivity between the two cities. The bridge suffers from poor and deteriorating structural components and does not provide the capacity to efficiently accommodate future traffic demands. The existing bridge is a two-lane, bi-directional facility. The project termini extend from the intersection with Fraine Barracks Road on the east of the Memorial Bridge and the I-94 interchange with the Bismarck Expressway on the west end of the bridge. Six alternatives, including a No-Build Alternative, are considered in this draft EIS. Alternative 1 would involve rehabilitation of the existing bridge. Alternatives 2A or 2B would result in the construction of a new four-lane bridge on a southern or northern alignment, respectively. Alternatives 3A or 3B would involve the construction of a new two-lane bridge on a southern or northern alignment, respectively. All six alternatives are located within a similar corridor. Estimated costs of the action alternatives range from $36.3 million to $57 million. POSITIVE IMPACTS: Any action alternative would improve this critical link between Bismarck and Mandan. Alternative 1 would prevent excessive damage to a visually important structure that has been placed in the National Register of Historic Places. NEGATIVE IMPACTS: Alteration or demolition of the bridge would affect the historic structure. Alternative 1 would not efficiently accommodate future traffic demands, retain less than desirable structural geometrics and pedestrian facilities, and require closure of the bridge for 22 months. All build alternatives would have some potential for disturbing threatened and endangered species, increasing noise levels during the construction phase, and degrading water quality in the Missouri River. Alternatives 2A, 3A, 2B, or 3B would require the relocation of one home. LEGAL MANDATES: Department of Transportation Act of 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). JF - EPA number: 030129, Draft EIS--721 pages, Section 4(f) Statement--29 pages, March 21, 2003 PY - 2003 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-ND-EIS-02-02-D KW - Bridges KW - Cultural Resources KW - Demolition KW - Endangered Species (Animals) KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - North Dakota KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36380573?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-03-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MEMORIAL+BRIDGE+REPLACEMENT%2C+BISMARCK%2C+NORTH+DAKOTA.&rft.title=MEMORIAL+BRIDGE+REPLACEMENT%2C+BISMARCK%2C+NORTH+DAKOTA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Bismarck, North Dakota; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: March 21, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WEST CORRIDOR PROJECT, DENVER AND JEFFERSON COUNTIES, COLORADO. AN - 36441554; 9998 AB - PURPOSE: The implementation of transportation improvements in the West Corridor serving the cities of Denver, Lakewood, and Golden in Denver and Jefferson counties, Colorado is proposed. The current and projected travel patterns, levels of roadway congestion, growth in the population and employment in the region and in the corridor in particular require that the transportation system be improved. Three alternatives, including a No Action Alternative, are considered in this draft EIS. The action alternatives include a light-rail rapid transit alternative and an alternative that would involve enhancement of bus service within the corridor. The preferred alternative would involve the construction and operation of a 12.1-mile light rail transit (LRT project extending west from the Denver Regional Transportation District's exiting LRT system in downtown Denver, through west Denver, Lakewood, and Jefferson County. More specifically, the LRT would extend from the existing LRT line at Auraria West Station, west across the South Platte River, proceed west along the existing Associated Railroad rights-of-way, which roughly parallels West 13th Avenue, proceed south along Quail Street, and cross to the south of West Sixth Avenue at the Denver Federal Center. West of the Denver Federal Center, the alignment would return to the north side of West Sixth Avenue via a tunnel and parallel the highway at-grade to the Jefferson County Government center. The LRT Alternative would be served by stations at Auraria West, Federal/Decatur, Knox, Perry, Sheridan, Lamar, Wadsworth, Garrison, Oak, Denver Federal Center, Red Rocks, and the Jefferson County Government Center. Parking would be provided at six of the stations; approximately 5,700 parking spaces would be provided. Bus access would be provided at each station, with the exception of the Auraria West Station, which would be located in an area that would directly serve the Auraria Campus but is not served by local streets. POSITIVE IMPACTS: The LRT Alternative would increase accessibility for all persons living and/or working within the corridor and adjacent areas. Highway and local road congestion, and the associated air and noise pollution, would decline significantly. Construction and operation of the system would employ hundreds of workers in the Denver area. Cost of the LRT is estimated at $495 million in 2002 dollars. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 31 acres for LRT station areas, 18 acres of an LRT maintenance facility, and 25 acres for LRT alignment rights-of-way. The project would result in the displacement of 34 businesses, 12 single-family residences, and 179 multifamily residences. Noise generated by the LRT would result in severe impacts at 62 single-family residences and six multifamily residences and moderate impacts at 214 residences, three parks, and one school playground. Seven sites, including a total of 34 single-family residences and 12 multifamily residences, would be affected by vibration from LRT operations. A total of 211 historic and four archaeological sites lie within the corridor affected by the project; 10 sites have been determined to be eligible for inclusion in the National Register of Historic Places. Only one eligible historic site, a railroad corridor, would be affected. Five parks would be impacted. Visual impacts would occur along West 13th Street and adjacent to parkland elsewhere. The alignment would traverse one of the five jurisdictional wetlands located within the study area and nine floodplains. Construction workers would encounter 10 hazardous materials sites. Several at-grade crossings would pose safety risks to motorists and pedestrians LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Laws (49 U.S.C. 53), 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). JF - EPA number: 030118, 344 pages, March 14, 2003 PY - 2003 KW - Roads and Railroads KW - Air Quality KW - Hazardous Materials KW - Historic Sites KW - Noise Standards Violations KW - Parking KW - Parks KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Safety KW - Schools KW - Section 4(f) Statements KW - Transportation KW - Visual Resources KW - Wetlands KW - Colorado KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Transit Laws, Compliance KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36441554?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-03-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WEST+CORRIDOR+PROJECT%2C+DENVER+AND+JEFFERSON+COUNTIES%2C+COLORADO.&rft.title=WEST+CORRIDOR+PROJECT%2C+DENVER+AND+JEFFERSON+COUNTIES%2C+COLORADO.&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 - Draft. Preparation date: March 14, 2003 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - WEST CORRIDOR PROJECT, DENVER AND JEFFERSON COUNTIES, COLORADO. [Part 2 of 2] T2 - WEST CORRIDOR PROJECT, DENVER AND JEFFERSON COUNTIES, COLORADO. AN - 36372487; 9998-030118_0002 AB - PURPOSE: The implementation of transportation improvements in the West Corridor serving the cities of Denver, Lakewood, and Golden in Denver and Jefferson counties, Colorado is proposed. The current and projected travel patterns, levels of roadway congestion, growth in the population and employment in the region and in the corridor in particular require that the transportation system be improved. Three alternatives, including a No Action Alternative, are considered in this draft EIS. The action alternatives include a light-rail rapid transit alternative and an alternative that would involve enhancement of bus service within the corridor. The preferred alternative would involve the construction and operation of a 12.1-mile light rail transit (LRT project extending west from the Denver Regional Transportation District's exiting LRT system in downtown Denver, through west Denver, Lakewood, and Jefferson County. More specifically, the LRT would extend from the existing LRT line at Auraria West Station, west across the South Platte River, proceed west along the existing Associated Railroad rights-of-way, which roughly parallels West 13th Avenue, proceed south along Quail Street, and cross to the south of West Sixth Avenue at the Denver Federal Center. West of the Denver Federal Center, the alignment would return to the north side of West Sixth Avenue via a tunnel and parallel the highway at-grade to the Jefferson County Government center. The LRT Alternative would be served by stations at Auraria West, Federal/Decatur, Knox, Perry, Sheridan, Lamar, Wadsworth, Garrison, Oak, Denver Federal Center, Red Rocks, and the Jefferson County Government Center. Parking would be provided at six of the stations; approximately 5,700 parking spaces would be provided. Bus access would be provided at each station, with the exception of the Auraria West Station, which would be located in an area that would directly serve the Auraria Campus but is not served by local streets. POSITIVE IMPACTS: The LRT Alternative would increase accessibility for all persons living and/or working within the corridor and adjacent areas. Highway and local road congestion, and the associated air and noise pollution, would decline significantly. Construction and operation of the system would employ hundreds of workers in the Denver area. Cost of the LRT is estimated at $495 million in 2002 dollars. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 31 acres for LRT station areas, 18 acres of an LRT maintenance facility, and 25 acres for LRT alignment rights-of-way. The project would result in the displacement of 34 businesses, 12 single-family residences, and 179 multifamily residences. Noise generated by the LRT would result in severe impacts at 62 single-family residences and six multifamily residences and moderate impacts at 214 residences, three parks, and one school playground. Seven sites, including a total of 34 single-family residences and 12 multifamily residences, would be affected by vibration from LRT operations. A total of 211 historic and four archaeological sites lie within the corridor affected by the project; 10 sites have been determined to be eligible for inclusion in the National Register of Historic Places. Only one eligible historic site, a railroad corridor, would be affected. Five parks would be impacted. Visual impacts would occur along West 13th Street and adjacent to parkland elsewhere. The alignment would traverse one of the five jurisdictional wetlands located within the study area and nine floodplains. Construction workers would encounter 10 hazardous materials sites. Several at-grade crossings would pose safety risks to motorists and pedestrians LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Laws (49 U.S.C. 53), 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). JF - EPA number: 030118, 344 pages, March 14, 2003 PY - 2003 VL - 2 KW - Roads and Railroads KW - Air Quality KW - Hazardous Materials KW - Historic Sites KW - Noise Standards Violations KW - Parking KW - Parks KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Safety KW - Schools KW - Section 4(f) Statements KW - Transportation KW - Visual Resources KW - Wetlands KW - Colorado KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Transit Laws, Compliance KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36372487?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-03-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WEST+CORRIDOR+PROJECT%2C+DENVER+AND+JEFFERSON+COUNTIES%2C+COLORADO.&rft.title=WEST+CORRIDOR+PROJECT%2C+DENVER+AND+JEFFERSON+COUNTIES%2C+COLORADO.&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 - Draft. Preparation date: March 14, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WEST CORRIDOR PROJECT, DENVER AND JEFFERSON COUNTIES, COLORADO. [Part 1 of 2] T2 - WEST CORRIDOR PROJECT, DENVER AND JEFFERSON COUNTIES, COLORADO. AN - 36370616; 9998-030118_0001 AB - PURPOSE: The implementation of transportation improvements in the West Corridor serving the cities of Denver, Lakewood, and Golden in Denver and Jefferson counties, Colorado is proposed. The current and projected travel patterns, levels of roadway congestion, growth in the population and employment in the region and in the corridor in particular require that the transportation system be improved. Three alternatives, including a No Action Alternative, are considered in this draft EIS. The action alternatives include a light-rail rapid transit alternative and an alternative that would involve enhancement of bus service within the corridor. The preferred alternative would involve the construction and operation of a 12.1-mile light rail transit (LRT project extending west from the Denver Regional Transportation District's exiting LRT system in downtown Denver, through west Denver, Lakewood, and Jefferson County. More specifically, the LRT would extend from the existing LRT line at Auraria West Station, west across the South Platte River, proceed west along the existing Associated Railroad rights-of-way, which roughly parallels West 13th Avenue, proceed south along Quail Street, and cross to the south of West Sixth Avenue at the Denver Federal Center. West of the Denver Federal Center, the alignment would return to the north side of West Sixth Avenue via a tunnel and parallel the highway at-grade to the Jefferson County Government center. The LRT Alternative would be served by stations at Auraria West, Federal/Decatur, Knox, Perry, Sheridan, Lamar, Wadsworth, Garrison, Oak, Denver Federal Center, Red Rocks, and the Jefferson County Government Center. Parking would be provided at six of the stations; approximately 5,700 parking spaces would be provided. Bus access would be provided at each station, with the exception of the Auraria West Station, which would be located in an area that would directly serve the Auraria Campus but is not served by local streets. POSITIVE IMPACTS: The LRT Alternative would increase accessibility for all persons living and/or working within the corridor and adjacent areas. Highway and local road congestion, and the associated air and noise pollution, would decline significantly. Construction and operation of the system would employ hundreds of workers in the Denver area. Cost of the LRT is estimated at $495 million in 2002 dollars. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 31 acres for LRT station areas, 18 acres of an LRT maintenance facility, and 25 acres for LRT alignment rights-of-way. The project would result in the displacement of 34 businesses, 12 single-family residences, and 179 multifamily residences. Noise generated by the LRT would result in severe impacts at 62 single-family residences and six multifamily residences and moderate impacts at 214 residences, three parks, and one school playground. Seven sites, including a total of 34 single-family residences and 12 multifamily residences, would be affected by vibration from LRT operations. A total of 211 historic and four archaeological sites lie within the corridor affected by the project; 10 sites have been determined to be eligible for inclusion in the National Register of Historic Places. Only one eligible historic site, a railroad corridor, would be affected. Five parks would be impacted. Visual impacts would occur along West 13th Street and adjacent to parkland elsewhere. The alignment would traverse one of the five jurisdictional wetlands located within the study area and nine floodplains. Construction workers would encounter 10 hazardous materials sites. Several at-grade crossings would pose safety risks to motorists and pedestrians LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Laws (49 U.S.C. 53), 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). JF - EPA number: 030118, 344 pages, March 14, 2003 PY - 2003 VL - 1 KW - Roads and Railroads KW - Air Quality KW - Hazardous Materials KW - Historic Sites KW - Noise Standards Violations KW - Parking KW - Parks KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Safety KW - Schools KW - Section 4(f) Statements KW - Transportation KW - Visual Resources KW - Wetlands KW - Colorado KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Transit Laws, Compliance KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36370616?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-03-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WEST+CORRIDOR+PROJECT%2C+DENVER+AND+JEFFERSON+COUNTIES%2C+COLORADO.&rft.title=WEST+CORRIDOR+PROJECT%2C+DENVER+AND+JEFFERSON+COUNTIES%2C+COLORADO.&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 - Draft. Preparation date: March 14, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MEMPHIS TO ATLANTA CORRIDOR STUDY, MISSISSIPPI/ALABAMA STATE LINE TO INTERSTATE 65, COLBERT, FRANKLIN, LAUDERDALE, LAWRENCE, LIMESTONE, AND MORGAN COUNTIES, ALABAMA. AN - 36435879; 9980 AB - PURPOSE: The construction of approximately 75 miles of freeway from the Mississippi/Alabama state line to Interstate 65 (I-65) in Colbert, Franklin, Lauderdale, Lawrence, Limestone, and Morgan counties, Alabama is proposed. The project constitutes the western portion of the Memphis to Atlanta Congressional High Priority Corridor designated by Section 1105(c)(7) of the Intermodal Transportation Efficiency Act of 1991. The eastern portion, from I-65 to the Alabama/Georgia state line, is being studied concurrently and will be the subject of another EIS process. While the documents are being prepared separately, the intent is that the two documents will be processed simultaneously. The part of the project at hand would involve construction of a 69.8- to 77.5-mile east-west, controlled access highway, within a minimum right-of-way of 295 feet, in northwest Alabama. Urbanized areas within the corridor, which is largely rural and dominated by agricultural land uses, include Florence, Sheffield, Muscle Shoals, Athens, and Decatur. The area currently lacks an efficient interstate-quality east-west facility to provide for the regional movement of travelers and goods. Four reasonable corridor alternatives and a No-Build Alternative are considered in this final EIS. Under any alternative, access would be controlled via interchanges, requiring additional rights-of-way at some locations. The preferred alternative (Alternative C1) would Depending on the alternative selected, estimated cost of the project ranges from $640.6 million to 718.2 million. Cost of the preferred alternative is estimated at $639.6 million. POSITIVE IMPACTS: The highway would increase east-west regional and interstate mobility and provide infrastructure to promote economic development in northwestern Alabama. NEGATIVE IMPACTS: Rights-of-way requirements for the preferred alternative would result in displacement of 177 residences, five commercial establishments, one church, 2,224 acres of prime and unique farmland, and 253 to 358.5 acres of wetlands. Any alternative would cross the floodplains of numerous major streams, possibly including the Tennessee and/or Elk rivers. The facility would traverse the Natchez Trace Parkway, an historic and scenic travel and trade route. Traffic-generated noise levels would exceed federal standards at 45 sensitive receptor sites. Construction workers would encounter three 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.), Intermodal Surface Transportation Efficiency Act of 1991, 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 01-0330D, Volume 25, Number 3. JF - EPA number: 030100, Final EIS--441 pages and maps, Technical Appendices--596 pages and maps, March 11, 2003 PY - 2003 KW - Roads and Railroads KW - Agency number: FHWA-AL-EIS-98-2-F KW - Air Quality Assessments KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Historic Sites KW - Highway Structures KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Scenic Areas KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Trails KW - Wetlands KW - Alabama KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization 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/36435879?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-03-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MEMPHIS+TO+ATLANTA+CORRIDOR+STUDY%2C+MISSISSIPPI%2FALABAMA+STATE+LINE+TO+INTERSTATE+65%2C+COLBERT%2C+FRANKLIN%2C+LAUDERDALE%2C+LAWRENCE%2C+LIMESTONE%2C+AND+MORGAN+COUNTIES%2C+ALABAMA.&rft.title=MEMPHIS+TO+ATLANTA+CORRIDOR+STUDY%2C+MISSISSIPPI%2FALABAMA+STATE+LINE+TO+INTERSTATE+65%2C+COLBERT%2C+FRANKLIN%2C+LAUDERDALE%2C+LAWRENCE%2C+LIMESTONE%2C+AND+MORGAN+COUNTIES%2C+ALABAMA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Montgomery, Alabama; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: March 11, 2003 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - MEMPHIS TO ATLANTA CORRIDOR STUDY, MISSISSIPPI/ALABAMA STATE LINE TO INTERSTATE 65, COLBERT, FRANKLIN, LAUDERDALE, LAWRENCE, LIMESTONE, AND MORGAN COUNTIES, ALABAMA. [Part 1 of 2] T2 - MEMPHIS TO ATLANTA CORRIDOR STUDY, MISSISSIPPI/ALABAMA STATE LINE TO INTERSTATE 65, COLBERT, FRANKLIN, LAUDERDALE, LAWRENCE, LIMESTONE, AND MORGAN COUNTIES, ALABAMA. AN - 36344652; 9980-030100_0001 AB - PURPOSE: The construction of approximately 75 miles of freeway from the Mississippi/Alabama state line to Interstate 65 (I-65) in Colbert, Franklin, Lauderdale, Lawrence, Limestone, and Morgan counties, Alabama is proposed. The project constitutes the western portion of the Memphis to Atlanta Congressional High Priority Corridor designated by Section 1105(c)(7) of the Intermodal Transportation Efficiency Act of 1991. The eastern portion, from I-65 to the Alabama/Georgia state line, is being studied concurrently and will be the subject of another EIS process. While the documents are being prepared separately, the intent is that the two documents will be processed simultaneously. The part of the project at hand would involve construction of a 69.8- to 77.5-mile east-west, controlled access highway, within a minimum right-of-way of 295 feet, in northwest Alabama. Urbanized areas within the corridor, which is largely rural and dominated by agricultural land uses, include Florence, Sheffield, Muscle Shoals, Athens, and Decatur. The area currently lacks an efficient interstate-quality east-west facility to provide for the regional movement of travelers and goods. Four reasonable corridor alternatives and a No-Build Alternative are considered in this final EIS. Under any alternative, access would be controlled via interchanges, requiring additional rights-of-way at some locations. The preferred alternative (Alternative C1) would Depending on the alternative selected, estimated cost of the project ranges from $640.6 million to 718.2 million. Cost of the preferred alternative is estimated at $639.6 million. POSITIVE IMPACTS: The highway would increase east-west regional and interstate mobility and provide infrastructure to promote economic development in northwestern Alabama. NEGATIVE IMPACTS: Rights-of-way requirements for the preferred alternative would result in displacement of 177 residences, five commercial establishments, one church, 2,224 acres of prime and unique farmland, and 253 to 358.5 acres of wetlands. Any alternative would cross the floodplains of numerous major streams, possibly including the Tennessee and/or Elk rivers. The facility would traverse the Natchez Trace Parkway, an historic and scenic travel and trade route. Traffic-generated noise levels would exceed federal standards at 45 sensitive receptor sites. Construction workers would encounter three 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.), Intermodal Surface Transportation Efficiency Act of 1991, 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 01-0330D, Volume 25, Number 3. JF - EPA number: 030100, Final EIS--441 pages and maps, Technical Appendices--596 pages and maps, March 11, 2003 PY - 2003 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-AL-EIS-98-2-F KW - Air Quality Assessments KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Historic Sites KW - Highway Structures KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Scenic Areas KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Trails KW - Wetlands KW - Alabama KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization 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/36344652?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-03-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MEMPHIS+TO+ATLANTA+CORRIDOR+STUDY%2C+MISSISSIPPI%2FALABAMA+STATE+LINE+TO+INTERSTATE+65%2C+COLBERT%2C+FRANKLIN%2C+LAUDERDALE%2C+LAWRENCE%2C+LIMESTONE%2C+AND+MORGAN+COUNTIES%2C+ALABAMA.&rft.title=MEMPHIS+TO+ATLANTA+CORRIDOR+STUDY%2C+MISSISSIPPI%2FALABAMA+STATE+LINE+TO+INTERSTATE+65%2C+COLBERT%2C+FRANKLIN%2C+LAUDERDALE%2C+LAWRENCE%2C+LIMESTONE%2C+AND+MORGAN+COUNTIES%2C+ALABAMA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Montgomery, Alabama; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: March 11, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MEMPHIS TO ATLANTA CORRIDOR STUDY, MISSISSIPPI/ALABAMA STATE LINE TO INTERSTATE 65, COLBERT, FRANKLIN, LAUDERDALE, LAWRENCE, LIMESTONE, AND MORGAN COUNTIES, ALABAMA. [Part 2 of 2] T2 - MEMPHIS TO ATLANTA CORRIDOR STUDY, MISSISSIPPI/ALABAMA STATE LINE TO INTERSTATE 65, COLBERT, FRANKLIN, LAUDERDALE, LAWRENCE, LIMESTONE, AND MORGAN COUNTIES, ALABAMA. AN - 36342575; 9980-030100_0002 AB - PURPOSE: The construction of approximately 75 miles of freeway from the Mississippi/Alabama state line to Interstate 65 (I-65) in Colbert, Franklin, Lauderdale, Lawrence, Limestone, and Morgan counties, Alabama is proposed. The project constitutes the western portion of the Memphis to Atlanta Congressional High Priority Corridor designated by Section 1105(c)(7) of the Intermodal Transportation Efficiency Act of 1991. The eastern portion, from I-65 to the Alabama/Georgia state line, is being studied concurrently and will be the subject of another EIS process. While the documents are being prepared separately, the intent is that the two documents will be processed simultaneously. The part of the project at hand would involve construction of a 69.8- to 77.5-mile east-west, controlled access highway, within a minimum right-of-way of 295 feet, in northwest Alabama. Urbanized areas within the corridor, which is largely rural and dominated by agricultural land uses, include Florence, Sheffield, Muscle Shoals, Athens, and Decatur. The area currently lacks an efficient interstate-quality east-west facility to provide for the regional movement of travelers and goods. Four reasonable corridor alternatives and a No-Build Alternative are considered in this final EIS. Under any alternative, access would be controlled via interchanges, requiring additional rights-of-way at some locations. The preferred alternative (Alternative C1) would Depending on the alternative selected, estimated cost of the project ranges from $640.6 million to 718.2 million. Cost of the preferred alternative is estimated at $639.6 million. POSITIVE IMPACTS: The highway would increase east-west regional and interstate mobility and provide infrastructure to promote economic development in northwestern Alabama. NEGATIVE IMPACTS: Rights-of-way requirements for the preferred alternative would result in displacement of 177 residences, five commercial establishments, one church, 2,224 acres of prime and unique farmland, and 253 to 358.5 acres of wetlands. Any alternative would cross the floodplains of numerous major streams, possibly including the Tennessee and/or Elk rivers. The facility would traverse the Natchez Trace Parkway, an historic and scenic travel and trade route. Traffic-generated noise levels would exceed federal standards at 45 sensitive receptor sites. Construction workers would encounter three 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.), Intermodal Surface Transportation Efficiency Act of 1991, 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 01-0330D, Volume 25, Number 3. JF - EPA number: 030100, Final EIS--441 pages and maps, Technical Appendices--596 pages and maps, March 11, 2003 PY - 2003 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-AL-EIS-98-2-F KW - Air Quality Assessments KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Historic Sites KW - Highway Structures KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Scenic Areas KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Trails KW - Wetlands KW - Alabama KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization 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/36342575?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-03-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MEMPHIS+TO+ATLANTA+CORRIDOR+STUDY%2C+MISSISSIPPI%2FALABAMA+STATE+LINE+TO+INTERSTATE+65%2C+COLBERT%2C+FRANKLIN%2C+LAUDERDALE%2C+LAWRENCE%2C+LIMESTONE%2C+AND+MORGAN+COUNTIES%2C+ALABAMA.&rft.title=MEMPHIS+TO+ATLANTA+CORRIDOR+STUDY%2C+MISSISSIPPI%2FALABAMA+STATE+LINE+TO+INTERSTATE+65%2C+COLBERT%2C+FRANKLIN%2C+LAUDERDALE%2C+LAWRENCE%2C+LIMESTONE%2C+AND+MORGAN+COUNTIES%2C+ALABAMA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Montgomery, Alabama; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: March 11, 2003 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - Characteristics and toxicological processing of postmortem pilot specimens* from fatal civil aviation accidents. AN - 73128427; 12650273 AB - Autopsied biosamples from civil aviation accident pilot fatalities are submitted to the Civil Aerospace Medical Institute (CAMI) for toxicological evaluation. However, such evaluation is dependent on types and amounts of submitted samples, and obtaining suitable samples is governed by the nature of the accident. Characteristics of those samples and associated toxicological processing have not been well documented in the literature. Therefore, the CAMI Toxicology Database was searched for these aspects. CAMI received samples from the pilot fatalities (CAMI cases) of approximately 80% of the 1990-2000 aviation accidents reported by the National Transportation Safety Board. Accidents and cases during June-September were higher than the other months, and more than half of the received cases had multiple samples in sufficient amounts. For example, out of 1891 cases processed for the 1996-2000 accidents, 1211 had at least adequate amounts of blood, urine, and/or vitreous humor; 324 had inadequate amounts of blood and urine; and 356 had no blood or urine. Muscle, liver, lung, and/or kidney samples were submitted in 90% of the cases, while cerebrospinal fluids were submitted in only 8% of the cases. The toxicologically preferred samples, blood and urine, were available in 78% and 56% of the 1891 cases, respectively. Out of 51 cases containing only one sample type, 46 had muscle and the remaining 5 had other sample types. Samples were primarily analyzed for combustion gases, alcohol/volatiles, and drugs. Generally, the presence of analytes is demonstrated in at least two different sample types by using two different analytical techniques for reporting a particular case as "positive." An effective quality-assurance/quality-control is maintained throughout the process. In the majority of the aviation accidents, sufficient amounts and types of biological samples were submitted for toxicological evaluation. JF - Aviation, space, and environmental medicine AU - Chaturvedi, Arvind K AU - Smith, Dudley R AU - Soper, John W AU - Canfield, Dennis V AU - Whinnery, James E AD - Toxicology and Accident Research Laboratory, Aeromedical Research Division, Civil Aerospace Medical Institute, Federal Aviation Administration, U. S. Department of Transportation, Oklahoma City, OK 73125-5066, USA. Arvind.Chaturvedi@FAA.GOV Y1 - 2003/03// PY - 2003 DA - March 2003 SP - 252 EP - 259 VL - 74 IS - 3 SN - 0095-6562, 0095-6562 KW - Index Medicus KW - Space life sciences KW - Humans KW - Seasons KW - Specimen Handling KW - Quality Control KW - Toxicology KW - Forensic Medicine -- standards KW - Autopsy KW - Accidents, Aviation KW - Databases, Factual KW - Aerospace Medicine UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/73128427?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Atoxline&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Aviation%2C+space%2C+and+environmental+medicine&rft.atitle=Characteristics+and+toxicological+processing+of+postmortem+pilot+specimens*+from+fatal+civil+aviation+accidents.&rft.au=Chaturvedi%2C+Arvind+K%3BSmith%2C+Dudley+R%3BSoper%2C+John+W%3BCanfield%2C+Dennis+V%3BWhinnery%2C+James+E&rft.aulast=Chaturvedi&rft.aufirst=Arvind&rft.date=2003-03-01&rft.volume=74&rft.issue=3&rft.spage=252&rft.isbn=&rft.btitle=&rft.title=Aviation%2C+space%2C+and+environmental+medicine&rft.issn=00956562&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date completed - 2003-06-09 N1 - Date created - 2003-03-24 N1 - Date revised - 2017-01-13 N1 - Last updated - 2017-01-18 ER - TY - JOUR T1 - A non-traditional look at safety AN - 17875298; 6271866 AB - Our role includes studying and understanding the causes of accidents. The GA community has collected a large volume of safety data based on service history. Review of these data (through programs like the FAA Administrators Safer Skies Initiative) has highlighted several key areas where we can improve safety. Complimentary to the data review processes, the SAD has taken a critical look at how we do business and interface with owners and operators. Our self-evaluation has led us to new approaches in our approval process. This paper outlines changes taking place in the FAA and the efforts that we are making to reduce the number of accidents in the current fleet and improve our effectiveness in working with industry, operators, and owners to field a new generation of equipment and aeroplane. JF - Aeronautical Journal AU - Gallagher, M AU - Foster, J L AD - Federal Aviation Administration, Small Airplane Directorate Y1 - 2003/03// PY - 2003 DA - Mar 2003 VL - 107 IS - 1069 SN - 0001-9240, 0001-9240 KW - Health & Safety Science Abstracts KW - Historical account KW - Accidents KW - Aircraft KW - Reviews KW - H 2000:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/17875298?accountid=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=Aeronautical+Journal&rft.atitle=A+non-traditional+look+at+safety&rft.au=Gallagher%2C+M%3BFoster%2C+J+L&rft.aulast=Gallagher&rft.aufirst=M&rft.date=2003-03-01&rft.volume=107&rft.issue=1069&rft.spage=&rft.isbn=&rft.btitle=&rft.title=Aeronautical+Journal&rft.issn=00019240&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2006-11-01 N1 - Last updated - 2011-12-13 N1 - SubjectsTermNotLitGenreText - Accidents; Aircraft; Reviews; Historical account ER - TY - RPRT T1 - EAST HARRISON COUNTY CONNECTOR, HARRISON COUNTY, MISSISSIPPI (GAI-024-00(002)/94-0024-00-002-10/10478. AN - 36441411; 9948 AB - PURPOSE: The construction of a four-mile north-south, controlled-access highway from Interstate 10 (I-10) to U.S. 90 in Harrison County, Mississippi is proposed. The project would consist of a multi-lane, limited-access facility within a minimum right-of-way of 162 to 204 feet, with additional right-of-way as necessary. Traffic along the Mississippi Gulf Coast has increased dramatically over the past few years. Growth in the area, particularly growth related to the gaming and resort industry, requires that additional traffic capacity be provided in eastern Harrison County. A No-Build Alternative, a transportation system management alternative, multimodal options and five corridor alternatives are considered in this final EIS. The highway would have a design speed to 60 miles per hour. Two typical sections would be considered. The first section would consist of a six-lane divided highway, separated by a 44-foot grass median, with 12-foot travel lanes and 12-foot inside and outside shoulders. The second section would consist of a six-lane divided highway, separated by a concrete median wall, with 12-foot travel lanes and 12-foot inside and outside shoulders. Under either section design, drainage would be accomplished by a vegetation swale system. All of the alignments under consideration would require bridge crossings of the Back Bay of Biloxi and the Tchoutacabouffa River. Depending on the corridor alternative selected, costs of the project range from $212.3 million to $272.4 million. Cost of the preferred alternative (Alternative H) is estimated at $261.8 million. POSITIVE IMPACTS: The new facility would improve north-south regional mobility between the major commercial areas of Biloxi and the residential areas to the north, provide increased access for the heavy influx of tourists into the area, lessen traffic congestion on the existing local highway network, and provide an additional evacuation route in the eventof a hurricane. NEGATIVE IMPACTS: Rights-of-way requirements for the preferred alternative would result in the displacement of 178 residences, one church, and 19 businesses. Minority residential displacements would be significant. Traffic-generated noise levels would exceed federal standards in the vicinity of 33 sensitive receptors; abatement measures, such as noise barriers and bridge railings, would be considered. The facility would traverse the floodplains of the Back Bay of Biloxi and the Tchoutacabouffa River, though floodplain areas would continue to function at current levels. The project wuold displace 87.2 acres of wetlands. Bridging of the Back Bay of the Biloxi and the Tchoutacabouffa River would decrease weland impacts by 34.97 acres. Four hazardous materials sites would be encountered during construction. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 01-0448D, Volume 25, Number 4. JF - EPA number: 030069, Final EIS--327 pages, Technical Appendix (Volume I)--527 pages, Technical Appendix (Volume II)--401 pages, February 20, 2003 PY - 2003 KW - Roads and Railroads KW - Agency number: FHWA-MS-EIS-01-01-F KW - Air Quality Assessments KW - Bridges KW - Cultural Resources Surveys KW - Floodplains KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Control KW - Noise Standards Violations KW - Noise Assessments KW - Recreation Resources KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Mississippi 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/36441411?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-02-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EAST+HARRISON+COUNTY+CONNECTOR%2C+HARRISON+COUNTY%2C+MISSISSIPPI+%28GAI-024-00%28002%29%2F94-0024-00-002-10%2F10478.&rft.title=EAST+HARRISON+COUNTY+CONNECTOR%2C+HARRISON+COUNTY%2C+MISSISSIPPI+%28GAI-024-00%28002%29%2F94-0024-00-002-10%2F10478.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Jackson, Mississippi; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: February 20, 2003 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - EAST HARRISON COUNTY CONNECTOR, HARRISON COUNTY, MISSISSIPPI (GAI-024-00(002)/94-0024-00-002-10/10478. [Part 2 of 3] T2 - EAST HARRISON COUNTY CONNECTOR, HARRISON COUNTY, MISSISSIPPI (GAI-024-00(002)/94-0024-00-002-10/10478. AN - 36348915; 9948-030069_0002 AB - PURPOSE: The construction of a four-mile north-south, controlled-access highway from Interstate 10 (I-10) to U.S. 90 in Harrison County, Mississippi is proposed. The project would consist of a multi-lane, limited-access facility within a minimum right-of-way of 162 to 204 feet, with additional right-of-way as necessary. Traffic along the Mississippi Gulf Coast has increased dramatically over the past few years. Growth in the area, particularly growth related to the gaming and resort industry, requires that additional traffic capacity be provided in eastern Harrison County. A No-Build Alternative, a transportation system management alternative, multimodal options and five corridor alternatives are considered in this final EIS. The highway would have a design speed to 60 miles per hour. Two typical sections would be considered. The first section would consist of a six-lane divided highway, separated by a 44-foot grass median, with 12-foot travel lanes and 12-foot inside and outside shoulders. The second section would consist of a six-lane divided highway, separated by a concrete median wall, with 12-foot travel lanes and 12-foot inside and outside shoulders. Under either section design, drainage would be accomplished by a vegetation swale system. All of the alignments under consideration would require bridge crossings of the Back Bay of Biloxi and the Tchoutacabouffa River. Depending on the corridor alternative selected, costs of the project range from $212.3 million to $272.4 million. Cost of the preferred alternative (Alternative H) is estimated at $261.8 million. POSITIVE IMPACTS: The new facility would improve north-south regional mobility between the major commercial areas of Biloxi and the residential areas to the north, provide increased access for the heavy influx of tourists into the area, lessen traffic congestion on the existing local highway network, and provide an additional evacuation route in the eventof a hurricane. NEGATIVE IMPACTS: Rights-of-way requirements for the preferred alternative would result in the displacement of 178 residences, one church, and 19 businesses. Minority residential displacements would be significant. Traffic-generated noise levels would exceed federal standards in the vicinity of 33 sensitive receptors; abatement measures, such as noise barriers and bridge railings, would be considered. The facility would traverse the floodplains of the Back Bay of Biloxi and the Tchoutacabouffa River, though floodplain areas would continue to function at current levels. The project wuold displace 87.2 acres of wetlands. Bridging of the Back Bay of the Biloxi and the Tchoutacabouffa River would decrease weland impacts by 34.97 acres. Four hazardous materials sites would be encountered during construction. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 01-0448D, Volume 25, Number 4. JF - EPA number: 030069, Final EIS--327 pages, Technical Appendix (Volume I)--527 pages, Technical Appendix (Volume II)--401 pages, February 20, 2003 PY - 2003 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-MS-EIS-01-01-F KW - Air Quality Assessments KW - Bridges KW - Cultural Resources Surveys KW - Floodplains KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Control KW - Noise Standards Violations KW - Noise Assessments KW - Recreation Resources KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Mississippi 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/36348915?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-02-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EAST+HARRISON+COUNTY+CONNECTOR%2C+HARRISON+COUNTY%2C+MISSISSIPPI+%28GAI-024-00%28002%29%2F94-0024-00-002-10%2F10478.&rft.title=EAST+HARRISON+COUNTY+CONNECTOR%2C+HARRISON+COUNTY%2C+MISSISSIPPI+%28GAI-024-00%28002%29%2F94-0024-00-002-10%2F10478.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Jackson, Mississippi; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: February 20, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EAST HARRISON COUNTY CONNECTOR, HARRISON COUNTY, MISSISSIPPI (GAI-024-00(002)/94-0024-00-002-10/10478. [Part 1 of 3] T2 - EAST HARRISON COUNTY CONNECTOR, HARRISON COUNTY, MISSISSIPPI (GAI-024-00(002)/94-0024-00-002-10/10478. AN - 36346493; 9948-030069_0001 AB - PURPOSE: The construction of a four-mile north-south, controlled-access highway from Interstate 10 (I-10) to U.S. 90 in Harrison County, Mississippi is proposed. The project would consist of a multi-lane, limited-access facility within a minimum right-of-way of 162 to 204 feet, with additional right-of-way as necessary. Traffic along the Mississippi Gulf Coast has increased dramatically over the past few years. Growth in the area, particularly growth related to the gaming and resort industry, requires that additional traffic capacity be provided in eastern Harrison County. A No-Build Alternative, a transportation system management alternative, multimodal options and five corridor alternatives are considered in this final EIS. The highway would have a design speed to 60 miles per hour. Two typical sections would be considered. The first section would consist of a six-lane divided highway, separated by a 44-foot grass median, with 12-foot travel lanes and 12-foot inside and outside shoulders. The second section would consist of a six-lane divided highway, separated by a concrete median wall, with 12-foot travel lanes and 12-foot inside and outside shoulders. Under either section design, drainage would be accomplished by a vegetation swale system. All of the alignments under consideration would require bridge crossings of the Back Bay of Biloxi and the Tchoutacabouffa River. Depending on the corridor alternative selected, costs of the project range from $212.3 million to $272.4 million. Cost of the preferred alternative (Alternative H) is estimated at $261.8 million. POSITIVE IMPACTS: The new facility would improve north-south regional mobility between the major commercial areas of Biloxi and the residential areas to the north, provide increased access for the heavy influx of tourists into the area, lessen traffic congestion on the existing local highway network, and provide an additional evacuation route in the eventof a hurricane. NEGATIVE IMPACTS: Rights-of-way requirements for the preferred alternative would result in the displacement of 178 residences, one church, and 19 businesses. Minority residential displacements would be significant. Traffic-generated noise levels would exceed federal standards in the vicinity of 33 sensitive receptors; abatement measures, such as noise barriers and bridge railings, would be considered. The facility would traverse the floodplains of the Back Bay of Biloxi and the Tchoutacabouffa River, though floodplain areas would continue to function at current levels. The project wuold displace 87.2 acres of wetlands. Bridging of the Back Bay of the Biloxi and the Tchoutacabouffa River would decrease weland impacts by 34.97 acres. Four hazardous materials sites would be encountered during construction. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 01-0448D, Volume 25, Number 4. JF - EPA number: 030069, Final EIS--327 pages, Technical Appendix (Volume I)--527 pages, Technical Appendix (Volume II)--401 pages, February 20, 2003 PY - 2003 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-MS-EIS-01-01-F KW - Air Quality Assessments KW - Bridges KW - Cultural Resources Surveys KW - Floodplains KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Control KW - Noise Standards Violations KW - Noise Assessments KW - Recreation Resources KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Mississippi 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/36346493?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-02-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EAST+HARRISON+COUNTY+CONNECTOR%2C+HARRISON+COUNTY%2C+MISSISSIPPI+%28GAI-024-00%28002%29%2F94-0024-00-002-10%2F10478.&rft.title=EAST+HARRISON+COUNTY+CONNECTOR%2C+HARRISON+COUNTY%2C+MISSISSIPPI+%28GAI-024-00%28002%29%2F94-0024-00-002-10%2F10478.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Jackson, Mississippi; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: February 20, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EAST HARRISON COUNTY CONNECTOR, HARRISON COUNTY, MISSISSIPPI (GAI-024-00(002)/94-0024-00-002-10/10478. [Part 3 of 3] T2 - EAST HARRISON COUNTY CONNECTOR, HARRISON COUNTY, MISSISSIPPI (GAI-024-00(002)/94-0024-00-002-10/10478. AN - 36346141; 9948-030069_0003 AB - PURPOSE: The construction of a four-mile north-south, controlled-access highway from Interstate 10 (I-10) to U.S. 90 in Harrison County, Mississippi is proposed. The project would consist of a multi-lane, limited-access facility within a minimum right-of-way of 162 to 204 feet, with additional right-of-way as necessary. Traffic along the Mississippi Gulf Coast has increased dramatically over the past few years. Growth in the area, particularly growth related to the gaming and resort industry, requires that additional traffic capacity be provided in eastern Harrison County. A No-Build Alternative, a transportation system management alternative, multimodal options and five corridor alternatives are considered in this final EIS. The highway would have a design speed to 60 miles per hour. Two typical sections would be considered. The first section would consist of a six-lane divided highway, separated by a 44-foot grass median, with 12-foot travel lanes and 12-foot inside and outside shoulders. The second section would consist of a six-lane divided highway, separated by a concrete median wall, with 12-foot travel lanes and 12-foot inside and outside shoulders. Under either section design, drainage would be accomplished by a vegetation swale system. All of the alignments under consideration would require bridge crossings of the Back Bay of Biloxi and the Tchoutacabouffa River. Depending on the corridor alternative selected, costs of the project range from $212.3 million to $272.4 million. Cost of the preferred alternative (Alternative H) is estimated at $261.8 million. POSITIVE IMPACTS: The new facility would improve north-south regional mobility between the major commercial areas of Biloxi and the residential areas to the north, provide increased access for the heavy influx of tourists into the area, lessen traffic congestion on the existing local highway network, and provide an additional evacuation route in the eventof a hurricane. NEGATIVE IMPACTS: Rights-of-way requirements for the preferred alternative would result in the displacement of 178 residences, one church, and 19 businesses. Minority residential displacements would be significant. Traffic-generated noise levels would exceed federal standards in the vicinity of 33 sensitive receptors; abatement measures, such as noise barriers and bridge railings, would be considered. The facility would traverse the floodplains of the Back Bay of Biloxi and the Tchoutacabouffa River, though floodplain areas would continue to function at current levels. The project wuold displace 87.2 acres of wetlands. Bridging of the Back Bay of the Biloxi and the Tchoutacabouffa River would decrease weland impacts by 34.97 acres. Four hazardous materials sites would be encountered during construction. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 01-0448D, Volume 25, Number 4. JF - EPA number: 030069, Final EIS--327 pages, Technical Appendix (Volume I)--527 pages, Technical Appendix (Volume II)--401 pages, February 20, 2003 PY - 2003 VL - 3 KW - Roads and Railroads KW - Agency number: FHWA-MS-EIS-01-01-F KW - Air Quality Assessments KW - Bridges KW - Cultural Resources Surveys KW - Floodplains KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Control KW - Noise Standards Violations KW - Noise Assessments KW - Recreation Resources KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Mississippi 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/36346141?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-02-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EAST+HARRISON+COUNTY+CONNECTOR%2C+HARRISON+COUNTY%2C+MISSISSIPPI+%28GAI-024-00%28002%29%2F94-0024-00-002-10%2F10478.&rft.title=EAST+HARRISON+COUNTY+CONNECTOR%2C+HARRISON+COUNTY%2C+MISSISSIPPI+%28GAI-024-00%28002%29%2F94-0024-00-002-10%2F10478.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Jackson, Mississippi; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: February 20, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MEMPHIS TO ATLANTA CORRIDOR FROM I-65 IN NORTH CENTRAL ALABAMA EASTWARD TO THE GEORGIA STATE LINE, LIMESTONE, MORGAN, MADISON, JACKSON, MARSHALL, DEKALB, AND CHEROKEE COUNTIES, ALABAMA. AN - 36441070; 9947 AB - PURPOSE: The construction of a fully controlled access highway from Interstate 65 (I-65) in north-central Alabama eastward to the Georgia state line is proposed. The study area includes portions of Limestone, Morgan, Madison, Jackson, Marshall, DeKalb, and Cherokee counties, Alabama. The project would constitute a portion of the Memphis to Atlanta Congressional High Priority Corridor. The southern boundary of the High Priority Corridor begins at I-65 north of Athens, Alabama and extends eastward, passing south of Guntersville, Alabama and intersecting with the Alabama/Georgia state line south of State Route 9 (SR 9). The northern boundary of the study area begins at I-65 north of Athens, Alabama and extends eastward passing north of Huntsville, Alabama and curving to the southeast to pass north of Scottsboro and Fort Payne, Alabama before continuing southeast to intersect with the Alabama/Georgia state line north of SR 9. The portion of the project under consideration in this draft EIS would extend approximately 91 miles. In addition to mass transit and demand management strategies and a No Action Alternative, six reasonable build alternatives are considered in detail in this final EIS. The alternatives vary largely in alignment, though associated design alterations are also involved. The preferred alternative (Alternative 8) would co-locate with existing freeway corridors, I-565 and the Southern Bypass, to a great extent minimizing construction of roadway on within new rights-of-way. The highway would generally lie within a 295-foot right-of-way. Depending of the alternative selected, cost of the project ranges from $1.3 billion to $1.7 billion. The cost of the preferred alternative is estimated at $1.4 billion. POSITIVE IMPACTS: The project would provide a safe, efficient freeway linking the Hunsville, Madison, Scottsboro, Fort Payne, Guntersville, New Hope, Gurley, Grant, Langston, Portersville, and Gaylesville in northeastern Alabama. The facility would enhance east-west regional and interstate mobility within the National Highway System. In addition, the project would provide infrastructure that would promote economic development and commerce i the affected portion of the state by connecting regional businesses centers in the study area, which no east-west national highway currently exists. NEGATIVE IMPACTS: Rights-of-way requirements would result in the conversion displacement of commercial, residential, agricultural, and forested land and the associated wildlife habitat, including habitat for federally protected species of plants and animals. Wetlands would also be displaced and floodplains traversed. Culverts and bridge structures would be required, involving channel modifications in some areas. Traffic-generated noise levels along the corridor would exceed federal standards at numerous sensitive receptor sites, though noise barriers could mitigate some of these impacts. Several historic and archaeological sites, potentially eligible or eligible for inclusion in the National Register of Historic Places would be affected. Construction workers would encounter hazardous waste sites along the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 01-0436D, Volume 25, Number 4. JF - EPA number: 030068, Final EIS--333 pages, Appendices--317 pages, February 19, 2003 PY - 2003 KW - Roads and Railroads KW - Agency number: FHWA-AL-EIS-97-01-F KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Wetlands KW - Alabama KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - Department of Transportation Act of 1966, Compliance KW - National Historic Preservation Act of 1966, Archaeological Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36441070?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-02-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MEMPHIS+TO+ATLANTA+CORRIDOR+FROM+I-65+IN+NORTH+CENTRAL+ALABAMA+EASTWARD+TO+THE+GEORGIA+STATE+LINE%2C+LIMESTONE%2C+MORGAN%2C+MADISON%2C+JACKSON%2C+MARSHALL%2C+DEKALB%2C+AND+CHEROKEE+COUNTIES%2C+ALABAMA.&rft.title=MEMPHIS+TO+ATLANTA+CORRIDOR+FROM+I-65+IN+NORTH+CENTRAL+ALABAMA+EASTWARD+TO+THE+GEORGIA+STATE+LINE%2C+LIMESTONE%2C+MORGAN%2C+MADISON%2C+JACKSON%2C+MARSHALL%2C+DEKALB%2C+AND+CHEROKEE+COUNTIES%2C+ALABAMA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Montgomery, Alabama; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: February 19, 2003 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - S 167, PUYALLUP TO SR 509, CITIES OF PUYALLUP, FIFE, EDGEWOOD, MILTON, AND TACOMA, PIERCE COUNTY, WASHINGTON. AN - 36435765; 9945 AB - PURPOSE: The extension of the State Route (SR) 167 freeway from SR 161 (Meridian Street North) lin the city of Puyallup to the SR 509 freeway in the city of Tacome, in Pierce County, Washington, is proposed. The project would traverse the cities of Edgewood, Fife, Milton, Puyallup, and Tacoma. In the 1950s, a regional highway plan was developed, which included SR 167 from Renton to Interstate 5 (I-5). Work on the project in the Puyallup Valley was halted in the late 1970s due to undertainty regarding ownership of the Puyallup Tribal lands in the area. In the late 1980s, SR 167 was completed from I-405 in Renton to SR 512 in Puyallup. The ownership issue was resolved in 1989, allowing the SR 167 extension t move forward. The new freeway would replace the existing SR 167 arterial route between Puyallup and the I-5 Bay Street interchange via Meridian Street North and River Road. The freeway would provide four through lanes as well as inside high-occupancy-vehicle (HOV) lanes; the HOV lanes would be constructed at a future date. The project would include components to re-establish riparian areas and provide for bicycle and pedestrian lanes. In addition to the build alternative, this draft EIS considers a No-Build Alternative. POSITIVE IMPACTS: The project would improve regional mobility within the transporation system; serve multimodal local and port freight movement and passenger movement between the Puyallup termini of SR 167, SR 410, SR 512, and I-5; reduce congestion and improve safety within the corridor; improve system continuity between SR 167 and I-5; and maintain or improve air quality within the corridor to ensure compliance with current state and federal regulations. NEGATIVE IMPACTS: From 380 to 400 acres of principally low-intensity land uses would be converted to transportation rights-of-way. The project would require displacement of 105 to 120 single-family homes, 12 to 63 multi-family residences, 25 to 32 businesses, and two farming operations. From 259 to 292 acres of prime farmland would be taken. The project could affect surface waters during the construction phase by delivering sediment into receiving flows in the area, which includes seven significant streams, four of which are listed as threatened or impaired under federal law. Up to 30.2 acres of wetlands could be affected. A maximum of 250 acres of wildlife habitat, including 29 acres of forest habitat, could be affected. Archaeological and historic sites would be disturbed. Construction workers could encounter hazardous materials, including asbestos. The freeway would significantly alter the landscape of the corridor. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).. JF - EPA number: 030066, 677 pages and maps, February 19, 2003 PY - 2003 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-2002-02-D KW - Air Quality KW - Cultural Resources KW - Floodplains KW - Flood Hazards KW - Noise KW - Socioeconomic Assessments KW - Water Resources KW - Wetlands KW - Transportation KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Archaeological Sites KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36435765?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-02-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=S+167%2C+PUYALLUP+TO+SR+509%2C+CITIES+OF+PUYALLUP%2C+FIFE%2C+EDGEWOOD%2C+MILTON%2C+AND+TACOMA%2C+PIERCE+COUNTY%2C+WASHINGTON.&rft.title=S+167%2C+PUYALLUP+TO+SR+509%2C+CITIES+OF+PUYALLUP%2C+FIFE%2C+EDGEWOOD%2C+MILTON%2C+AND+TACOMA%2C+PIERCE+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: February 19, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - JAMESTOWN BRIDGE REPLACEMENT PROJECT, NORTH KINGSTOWN AND JAMESTOWN, RHODE ISLAND (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMETAL IMPACT STATEMENT OF AUGUST 1981). AN - 36410092; 9944 AB - PURPOSE: The removal of the old Jamestown Bridge in Kingstown and Jamestown, Rhode Island is proposed. A new Jamestown-Verrazzano Bridge was constructed in 1992. The old Jamestown Bridge was intended to be remvoe under the Jamestown Bridge Replacement Project, but has not yet been removed. Since the construction of the new bridge, new information regarding the demolition of the old bridge has prompted the need to evaluate options for debris disposal. Three alternatives are considered in this draft supplemental EIS. While the alternatives involve the same process for bridge demolitino, they differ in the method of disposal of the resulting debris. The options for disposal include landfill disposal, use of bridge debris to create artificial reefs in coastal waters, and disposal of steel debris at a landfill and use of concrete to create artificial reefs in coastal waters. The artificial reef alternative has been identified as the preferred alternative. Estimated coast of the preferred alternative is $7.6 million. POSITIVE IMPACTS: Use of the bidge debris to create artificial reef habitat would offer long-term benefits due to the creation and enhancement of marine habitat. The reefs would enhance recreational angling and sport diving opportunities. The reef alternative would cost significantly less than the landfill disposal alternative. NEGATIVE IMPACTS: The project would result in the destruction of the historically significant old Jamestown Bridge. Short-term project impacts would incldue noise and air pollutant emissions as well as minor disturbance of existing marine resources during disposal of bridge materials to create reef habitat. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) and National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For abstracts of the draft and final environmental impact statements (EISs) and the draft supplement to the final EIS, see 79-0686D, Volume 3, Number 7; 81-0790F, Volume 5, Number 10; and 86-0206D, Volume 10, Number 5, respectively. JF - EPA number: 030065, Draft Supplemental EIS- and Appendices A and B--71 pages and maps, Appendices C-G--331 pages and maps, February 19, 2003 PY - 2003 KW - Roads and Railroads KW - Agency number: FHWA-RI-EIS-02-79-01-DS KW - Bridges KW - Coastal Zones KW - Historic Sites KW - Recreation Resources KW - Reefs KW - Section 4(f) Statements KW - Transportation KW - Rhode Island KW - Department of Transportation Act of 1966, Historic Sites KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36410092?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-02-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=JAMESTOWN+BRIDGE+REPLACEMENT+PROJECT%2C+NORTH+KINGSTOWN+AND+JAMESTOWN%2C+RHODE+ISLAND+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMETAL+IMPACT+STATEMENT+OF+AUGUST+1981%29.&rft.title=JAMESTOWN+BRIDGE+REPLACEMENT+PROJECT%2C+NORTH+KINGSTOWN+AND+JAMESTOWN%2C+RHODE+ISLAND+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMETAL+IMPACT+STATEMENT+OF+AUGUST+1981%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Providence, Rhode Island; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: February 19, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - S 167, PUYALLUP TO SR 509, CITIES OF PUYALLUP, FIFE, EDGEWOOD, MILTON, AND TACOMA, PIERCE COUNTY, WASHINGTON. [Part 1 of 1] T2 - S 167, PUYALLUP TO SR 509, CITIES OF PUYALLUP, FIFE, EDGEWOOD, MILTON, AND TACOMA, PIERCE COUNTY, WASHINGTON. AN - 36354018; 9945-030066_0001 AB - PURPOSE: The extension of the State Route (SR) 167 freeway from SR 161 (Meridian Street North) lin the city of Puyallup to the SR 509 freeway in the city of Tacome, in Pierce County, Washington, is proposed. The project would traverse the cities of Edgewood, Fife, Milton, Puyallup, and Tacoma. In the 1950s, a regional highway plan was developed, which included SR 167 from Renton to Interstate 5 (I-5). Work on the project in the Puyallup Valley was halted in the late 1970s due to undertainty regarding ownership of the Puyallup Tribal lands in the area. In the late 1980s, SR 167 was completed from I-405 in Renton to SR 512 in Puyallup. The ownership issue was resolved in 1989, allowing the SR 167 extension t move forward. The new freeway would replace the existing SR 167 arterial route between Puyallup and the I-5 Bay Street interchange via Meridian Street North and River Road. The freeway would provide four through lanes as well as inside high-occupancy-vehicle (HOV) lanes; the HOV lanes would be constructed at a future date. The project would include components to re-establish riparian areas and provide for bicycle and pedestrian lanes. In addition to the build alternative, this draft EIS considers a No-Build Alternative. POSITIVE IMPACTS: The project would improve regional mobility within the transporation system; serve multimodal local and port freight movement and passenger movement between the Puyallup termini of SR 167, SR 410, SR 512, and I-5; reduce congestion and improve safety within the corridor; improve system continuity between SR 167 and I-5; and maintain or improve air quality within the corridor to ensure compliance with current state and federal regulations. NEGATIVE IMPACTS: From 380 to 400 acres of principally low-intensity land uses would be converted to transportation rights-of-way. The project would require displacement of 105 to 120 single-family homes, 12 to 63 multi-family residences, 25 to 32 businesses, and two farming operations. From 259 to 292 acres of prime farmland would be taken. The project could affect surface waters during the construction phase by delivering sediment into receiving flows in the area, which includes seven significant streams, four of which are listed as threatened or impaired under federal law. Up to 30.2 acres of wetlands could be affected. A maximum of 250 acres of wildlife habitat, including 29 acres of forest habitat, could be affected. Archaeological and historic sites would be disturbed. Construction workers could encounter hazardous materials, including asbestos. The freeway would significantly alter the landscape of the corridor. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).. JF - EPA number: 030066, 677 pages and maps, February 19, 2003 PY - 2003 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-2002-02-D KW - Air Quality KW - Cultural Resources KW - Floodplains KW - Flood Hazards KW - Noise KW - Socioeconomic Assessments KW - Water Resources KW - Wetlands KW - Transportation KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Archaeological Sites KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36354018?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-02-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=S+167%2C+PUYALLUP+TO+SR+509%2C+CITIES+OF+PUYALLUP%2C+FIFE%2C+EDGEWOOD%2C+MILTON%2C+AND+TACOMA%2C+PIERCE+COUNTY%2C+WASHINGTON.&rft.title=S+167%2C+PUYALLUP+TO+SR+509%2C+CITIES+OF+PUYALLUP%2C+FIFE%2C+EDGEWOOD%2C+MILTON%2C+AND+TACOMA%2C+PIERCE+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: February 19, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MEMPHIS TO ATLANTA CORRIDOR FROM I-65 IN NORTH CENTRAL ALABAMA EASTWARD TO THE GEORGIA STATE LINE, LIMESTONE, MORGAN, MADISON, JACKSON, MARSHALL, DEKALB, AND CHEROKEE COUNTIES, ALABAMA. [Part 1 of 1] T2 - MEMPHIS TO ATLANTA CORRIDOR FROM I-65 IN NORTH CENTRAL ALABAMA EASTWARD TO THE GEORGIA STATE LINE, LIMESTONE, MORGAN, MADISON, JACKSON, MARSHALL, DEKALB, AND CHEROKEE COUNTIES, ALABAMA. AN - 36347503; 9947-030068_0001 AB - PURPOSE: The construction of a fully controlled access highway from Interstate 65 (I-65) in north-central Alabama eastward to the Georgia state line is proposed. The study area includes portions of Limestone, Morgan, Madison, Jackson, Marshall, DeKalb, and Cherokee counties, Alabama. The project would constitute a portion of the Memphis to Atlanta Congressional High Priority Corridor. The southern boundary of the High Priority Corridor begins at I-65 north of Athens, Alabama and extends eastward, passing south of Guntersville, Alabama and intersecting with the Alabama/Georgia state line south of State Route 9 (SR 9). The northern boundary of the study area begins at I-65 north of Athens, Alabama and extends eastward passing north of Huntsville, Alabama and curving to the southeast to pass north of Scottsboro and Fort Payne, Alabama before continuing southeast to intersect with the Alabama/Georgia state line north of SR 9. The portion of the project under consideration in this draft EIS would extend approximately 91 miles. In addition to mass transit and demand management strategies and a No Action Alternative, six reasonable build alternatives are considered in detail in this final EIS. The alternatives vary largely in alignment, though associated design alterations are also involved. The preferred alternative (Alternative 8) would co-locate with existing freeway corridors, I-565 and the Southern Bypass, to a great extent minimizing construction of roadway on within new rights-of-way. The highway would generally lie within a 295-foot right-of-way. Depending of the alternative selected, cost of the project ranges from $1.3 billion to $1.7 billion. The cost of the preferred alternative is estimated at $1.4 billion. POSITIVE IMPACTS: The project would provide a safe, efficient freeway linking the Hunsville, Madison, Scottsboro, Fort Payne, Guntersville, New Hope, Gurley, Grant, Langston, Portersville, and Gaylesville in northeastern Alabama. The facility would enhance east-west regional and interstate mobility within the National Highway System. In addition, the project would provide infrastructure that would promote economic development and commerce i the affected portion of the state by connecting regional businesses centers in the study area, which no east-west national highway currently exists. NEGATIVE IMPACTS: Rights-of-way requirements would result in the conversion displacement of commercial, residential, agricultural, and forested land and the associated wildlife habitat, including habitat for federally protected species of plants and animals. Wetlands would also be displaced and floodplains traversed. Culverts and bridge structures would be required, involving channel modifications in some areas. Traffic-generated noise levels along the corridor would exceed federal standards at numerous sensitive receptor sites, though noise barriers could mitigate some of these impacts. Several historic and archaeological sites, potentially eligible or eligible for inclusion in the National Register of Historic Places would be affected. Construction workers would encounter hazardous waste sites along the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 01-0436D, Volume 25, Number 4. JF - EPA number: 030068, Final EIS--333 pages, Appendices--317 pages, February 19, 2003 PY - 2003 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-AL-EIS-97-01-F KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Wetlands KW - Alabama KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - Department of Transportation Act of 1966, Compliance KW - National Historic Preservation Act of 1966, Archaeological Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36347503?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-02-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MEMPHIS+TO+ATLANTA+CORRIDOR+FROM+I-65+IN+NORTH+CENTRAL+ALABAMA+EASTWARD+TO+THE+GEORGIA+STATE+LINE%2C+LIMESTONE%2C+MORGAN%2C+MADISON%2C+JACKSON%2C+MARSHALL%2C+DEKALB%2C+AND+CHEROKEE+COUNTIES%2C+ALABAMA.&rft.title=MEMPHIS+TO+ATLANTA+CORRIDOR+FROM+I-65+IN+NORTH+CENTRAL+ALABAMA+EASTWARD+TO+THE+GEORGIA+STATE+LINE%2C+LIMESTONE%2C+MORGAN%2C+MADISON%2C+JACKSON%2C+MARSHALL%2C+DEKALB%2C+AND+CHEROKEE+COUNTIES%2C+ALABAMA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Montgomery, Alabama; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: February 19, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US ROUTE 34 (FAP 313), CARMAN ROAD EAST OF GULFPORT) TO MONMOUTH, ILLINOIS, HENDERSON AND WARREN COUNTIES, ILLINOIS. [Part 2 of 3] T2 - US ROUTE 34 (FAP 313), CARMAN ROAD EAST OF GULFPORT) TO MONMOUTH, ILLINOIS, HENDERSON AND WARREN COUNTIES, ILLINOIS. AN - 36351909; 9942-030064_0002 AB - PURPOSE: The improvement of US 34 from the intersection of Carman Road west to Monmouth, a distance of 24.85 miles, in Henderson and Warren counties, Illinois is proposed. The existing facility, which is a key regional corridor for the east-west movement of people and goods in and through west central Illinois, is affected by a high accident rate, including four fatal accidents between January 1995 and December 1997. In addition to the preferred alternative, the draft EIS addresses a No Action Alternative, a mass transit alternative, transportation system management, an upgrade of the existing facility, and a number of alignment alternatives for relocation of the facility. The preferred alternative would provide a high-type transportation facility for local and regional traffic in the two counties that would include a continuous four-lane link between the existing freeway at Gulfport in the vicinity of Carman Road to a point east of Monmouth. The preferred alternative would involve construction of a partially limited access four-lane facility that would include a bypass of the community of Biggsville. This final EIS, which is offered in an abbreviated form, provides errata to the draft EIS, an outline of the preferred alternative, public comments on the draft EIS, and four appendices. POSITIVE IMPACTS: All of the action alternatives would be comprehensive proposals that would seek to return the ecosystem to its natural condition. In addition, these alternatives would provide economic benefits to the region. The preferred alternative would support jobs and generate commercial income. The plan would benefit the federally protected black-backed woodpecker and flammulated owl. Elk summer habitat effectiveness and winter range would be enhanced, as would elk security during hunting season. NEGATIVE IMPACTS: Smoke from prescribed fires would temporarily reduce air quality. Timber harvest and prescribed fire would cause erosion and sedimentation of receiving waters. Habitat of the king fisher, harlequin duck, and wolverine, all of which are federally protected species, could be affected. Timber harvest activities and prescribed fire would impact roadless recreational area, affecting related wilderness values. Stand replacement and intermediate treatments would affect mature and late mature forest stands. LEGAL MANDATES: National Forest Management Act of 1976 (16 U.S.C. 1600 et seq.). PRIOR REFERENCES: For the abstract of the draft and final EISs, see 97-0199D, Volume 21, Number 3 and 99-0369F, Volume 23, Number 4. For the abstract of the draft EIS, see 02-0157D, Volume 26, Number 2. JF - EPA number: 030064, Final EIS--392 pages and maps, Map Supplement, February 14, 2003 PY - 2003 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-IL-EIS-01-01-F KW - Cultural Resources KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Land Use KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Socioeconomic Assessments KW - Soils Surveys KW - Wetlands KW - Wildlife KW - Illinois UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36351909?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-02-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+ROUTE+34+%28FAP+313%29%2C+CARMAN+ROAD+EAST+OF+GULFPORT%29+TO+MONMOUTH%2C+ILLINOIS%2C+HENDERSON+AND+WARREN+COUNTIES%2C+ILLINOIS.&rft.title=US+ROUTE+34+%28FAP+313%29%2C+CARMAN+ROAD+EAST+OF+GULFPORT%29+TO+MONMOUTH%2C+ILLINOIS%2C+HENDERSON+AND+WARREN+COUNTIES%2C+ILLINOIS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Springfield, Illinois; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: February 14, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US ROUTE 34 (FAP 313), CARMAN ROAD EAST OF GULFPORT) TO MONMOUTH, ILLINOIS, HENDERSON AND WARREN COUNTIES, ILLINOIS. [Part 3 of 3] T2 - US ROUTE 34 (FAP 313), CARMAN ROAD EAST OF GULFPORT) TO MONMOUTH, ILLINOIS, HENDERSON AND WARREN COUNTIES, ILLINOIS. AN - 36348828; 9942-030064_0003 AB - PURPOSE: The improvement of US 34 from the intersection of Carman Road west to Monmouth, a distance of 24.85 miles, in Henderson and Warren counties, Illinois is proposed. The existing facility, which is a key regional corridor for the east-west movement of people and goods in and through west central Illinois, is affected by a high accident rate, including four fatal accidents between January 1995 and December 1997. In addition to the preferred alternative, the draft EIS addresses a No Action Alternative, a mass transit alternative, transportation system management, an upgrade of the existing facility, and a number of alignment alternatives for relocation of the facility. The preferred alternative would provide a high-type transportation facility for local and regional traffic in the two counties that would include a continuous four-lane link between the existing freeway at Gulfport in the vicinity of Carman Road to a point east of Monmouth. The preferred alternative would involve construction of a partially limited access four-lane facility that would include a bypass of the community of Biggsville. This final EIS, which is offered in an abbreviated form, provides errata to the draft EIS, an outline of the preferred alternative, public comments on the draft EIS, and four appendices. POSITIVE IMPACTS: All of the action alternatives would be comprehensive proposals that would seek to return the ecosystem to its natural condition. In addition, these alternatives would provide economic benefits to the region. The preferred alternative would support jobs and generate commercial income. The plan would benefit the federally protected black-backed woodpecker and flammulated owl. Elk summer habitat effectiveness and winter range would be enhanced, as would elk security during hunting season. NEGATIVE IMPACTS: Smoke from prescribed fires would temporarily reduce air quality. Timber harvest and prescribed fire would cause erosion and sedimentation of receiving waters. Habitat of the king fisher, harlequin duck, and wolverine, all of which are federally protected species, could be affected. Timber harvest activities and prescribed fire would impact roadless recreational area, affecting related wilderness values. Stand replacement and intermediate treatments would affect mature and late mature forest stands. LEGAL MANDATES: National Forest Management Act of 1976 (16 U.S.C. 1600 et seq.). PRIOR REFERENCES: For the abstract of the draft and final EISs, see 97-0199D, Volume 21, Number 3 and 99-0369F, Volume 23, Number 4. For the abstract of the draft EIS, see 02-0157D, Volume 26, Number 2. JF - EPA number: 030064, Final EIS--392 pages and maps, Map Supplement, February 14, 2003 PY - 2003 VL - 3 KW - Roads and Railroads KW - Agency number: FHWA-IL-EIS-01-01-F KW - Cultural Resources KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Land Use KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Socioeconomic Assessments KW - Soils Surveys KW - Wetlands KW - Wildlife KW - Illinois UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36348828?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-02-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+ROUTE+34+%28FAP+313%29%2C+CARMAN+ROAD+EAST+OF+GULFPORT%29+TO+MONMOUTH%2C+ILLINOIS%2C+HENDERSON+AND+WARREN+COUNTIES%2C+ILLINOIS.&rft.title=US+ROUTE+34+%28FAP+313%29%2C+CARMAN+ROAD+EAST+OF+GULFPORT%29+TO+MONMOUTH%2C+ILLINOIS%2C+HENDERSON+AND+WARREN+COUNTIES%2C+ILLINOIS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Springfield, Illinois; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: February 14, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US ROUTE 34 (FAP 313), CARMAN ROAD EAST OF GULFPORT) TO MONMOUTH, ILLINOIS, HENDERSON AND WARREN COUNTIES, ILLINOIS. [Part 1 of 3] T2 - US ROUTE 34 (FAP 313), CARMAN ROAD EAST OF GULFPORT) TO MONMOUTH, ILLINOIS, HENDERSON AND WARREN COUNTIES, ILLINOIS. AN - 36347351; 9942-030064_0001 AB - PURPOSE: The improvement of US 34 from the intersection of Carman Road west to Monmouth, a distance of 24.85 miles, in Henderson and Warren counties, Illinois is proposed. The existing facility, which is a key regional corridor for the east-west movement of people and goods in and through west central Illinois, is affected by a high accident rate, including four fatal accidents between January 1995 and December 1997. In addition to the preferred alternative, the draft EIS addresses a No Action Alternative, a mass transit alternative, transportation system management, an upgrade of the existing facility, and a number of alignment alternatives for relocation of the facility. The preferred alternative would provide a high-type transportation facility for local and regional traffic in the two counties that would include a continuous four-lane link between the existing freeway at Gulfport in the vicinity of Carman Road to a point east of Monmouth. The preferred alternative would involve construction of a partially limited access four-lane facility that would include a bypass of the community of Biggsville. This final EIS, which is offered in an abbreviated form, provides errata to the draft EIS, an outline of the preferred alternative, public comments on the draft EIS, and four appendices. POSITIVE IMPACTS: All of the action alternatives would be comprehensive proposals that would seek to return the ecosystem to its natural condition. In addition, these alternatives would provide economic benefits to the region. The preferred alternative would support jobs and generate commercial income. The plan would benefit the federally protected black-backed woodpecker and flammulated owl. Elk summer habitat effectiveness and winter range would be enhanced, as would elk security during hunting season. NEGATIVE IMPACTS: Smoke from prescribed fires would temporarily reduce air quality. Timber harvest and prescribed fire would cause erosion and sedimentation of receiving waters. Habitat of the king fisher, harlequin duck, and wolverine, all of which are federally protected species, could be affected. Timber harvest activities and prescribed fire would impact roadless recreational area, affecting related wilderness values. Stand replacement and intermediate treatments would affect mature and late mature forest stands. LEGAL MANDATES: National Forest Management Act of 1976 (16 U.S.C. 1600 et seq.). PRIOR REFERENCES: For the abstract of the draft and final EISs, see 97-0199D, Volume 21, Number 3 and 99-0369F, Volume 23, Number 4. For the abstract of the draft EIS, see 02-0157D, Volume 26, Number 2. JF - EPA number: 030064, Final EIS--392 pages and maps, Map Supplement, February 14, 2003 PY - 2003 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-IL-EIS-01-01-F KW - Cultural Resources KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Land Use KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Socioeconomic Assessments KW - Soils Surveys KW - Wetlands KW - Wildlife KW - Illinois UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36347351?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-02-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+ROUTE+34+%28FAP+313%29%2C+CARMAN+ROAD+EAST+OF+GULFPORT%29+TO+MONMOUTH%2C+ILLINOIS%2C+HENDERSON+AND+WARREN+COUNTIES%2C+ILLINOIS.&rft.title=US+ROUTE+34+%28FAP+313%29%2C+CARMAN+ROAD+EAST+OF+GULFPORT%29+TO+MONMOUTH%2C+ILLINOIS%2C+HENDERSON+AND+WARREN+COUNTIES%2C+ILLINOIS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Springfield, Illinois; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: February 14, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BUTTE 70/149/99/191 HIGHWAY IMPROVEMENT PROJECT: STATE ROUTE 70/149/99 /91 IN BUTTE COUNTY, CALIFORNIA. AN - 36438031; 9939 AB - PURPOSE: The widening of a 4.6-mile two-lane section of State Route (SR) 149 to a four-lane expressway between SR 70 and SR 99 and the construction of freeway-to-freeway interchanges at the SR 70 and SR 99 intersections in Butte County, California is proposed. The highway, which provides a connecting link between the four-lane section of SR 70 north of Oroville and the four-lane-section of SR 9 south of Chico, serves inter-regional and local commuter traffic. The capacity of the roadway and its poor physical condition have lead to congestion and safety problems. Four alternatives, including a No Action Alternative and three build alternatives, are considered in this final EIS. Under the build alternatives, improvements would include provision of two additional 12-foot lanes, a 60- to 72-foot median, 10-foot outside shoulders, and a five-foot median shoulder for the full length of the study corridor. In addition, the project would include realignment of SR 70 between SR 149 and SR 191, rehabilitation of the existing SR 149 roadway, construction of the abovementioned freeway-to-freeway interchanges, reconstruction of the SR 70/191 intersection, and construction fo driveway access roads. Action Alternative 1 would widen the highway to the south, while Action Alternative 2 would widen the highway to the north. Alternative 3, which has been designated as the preferred alternative, would realign the highway to avoid habitat for the endangered Butte County Meadowfoam. Project costs range from $80 million to $90 million. POSITIVE IMPACTS: The project would improve safety, provide concept level of service C for the year 2020, and provide an inter-regional transportation facility between Oroville and Chico. NEGATIVE IMPACTS: Depending on the action alternative selected, rights-of-way requirements for the project would result in the displacement of four residences, three to four businesses, three acres of farmland, 24 parcels of Williamson Act land, 29.33 to 33.58 acres of fairy and tadpole shrimp habitat, 5.56 to 7.29 acres of vernal pool and swale habitat, and up to 0.57 acres of Butte County Meadofoam habitat. Traffic-generated noise would exceed federal standards in the vicinity of three noise-sensitive receptors. The highway would traverse two floodplains. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0329D, Volume 26, Number 3. JF - EPA number: 030061, 427 pages and maps, February 13, 2003 PY - 2003 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-02-01-D KW - Biologic Assessments KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Floodplains KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Section 404(b) Statements KW - Shellfish KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - California KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36438031?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-02-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BUTTE+70%2F149%2F99%2F191+HIGHWAY+IMPROVEMENT+PROJECT%3A+STATE+ROUTE+70%2F149%2F99+%2F91+IN+BUTTE+COUNTY%2C+CALIFORNIA.&rft.title=BUTTE+70%2F149%2F99%2F191+HIGHWAY+IMPROVEMENT+PROJECT%3A+STATE+ROUTE+70%2F149%2F99+%2F91+IN+BUTTE+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sacramento, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: February 13, 2003 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - BUTTE 70/149/99/191 HIGHWAY IMPROVEMENT PROJECT: STATE ROUTE 70/149/99 /91 IN BUTTE COUNTY, CALIFORNIA. [Part 1 of 1] T2 - BUTTE 70/149/99/191 HIGHWAY IMPROVEMENT PROJECT: STATE ROUTE 70/149/99 /91 IN BUTTE COUNTY, CALIFORNIA. AN - 36349113; 9939-030061_0001 AB - PURPOSE: The widening of a 4.6-mile two-lane section of State Route (SR) 149 to a four-lane expressway between SR 70 and SR 99 and the construction of freeway-to-freeway interchanges at the SR 70 and SR 99 intersections in Butte County, California is proposed. The highway, which provides a connecting link between the four-lane section of SR 70 north of Oroville and the four-lane-section of SR 9 south of Chico, serves inter-regional and local commuter traffic. The capacity of the roadway and its poor physical condition have lead to congestion and safety problems. Four alternatives, including a No Action Alternative and three build alternatives, are considered in this final EIS. Under the build alternatives, improvements would include provision of two additional 12-foot lanes, a 60- to 72-foot median, 10-foot outside shoulders, and a five-foot median shoulder for the full length of the study corridor. In addition, the project would include realignment of SR 70 between SR 149 and SR 191, rehabilitation of the existing SR 149 roadway, construction of the abovementioned freeway-to-freeway interchanges, reconstruction of the SR 70/191 intersection, and construction fo driveway access roads. Action Alternative 1 would widen the highway to the south, while Action Alternative 2 would widen the highway to the north. Alternative 3, which has been designated as the preferred alternative, would realign the highway to avoid habitat for the endangered Butte County Meadowfoam. Project costs range from $80 million to $90 million. POSITIVE IMPACTS: The project would improve safety, provide concept level of service C for the year 2020, and provide an inter-regional transportation facility between Oroville and Chico. NEGATIVE IMPACTS: Depending on the action alternative selected, rights-of-way requirements for the project would result in the displacement of four residences, three to four businesses, three acres of farmland, 24 parcels of Williamson Act land, 29.33 to 33.58 acres of fairy and tadpole shrimp habitat, 5.56 to 7.29 acres of vernal pool and swale habitat, and up to 0.57 acres of Butte County Meadofoam habitat. Traffic-generated noise would exceed federal standards in the vicinity of three noise-sensitive receptors. The highway would traverse two floodplains. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0329D, Volume 26, Number 3. JF - EPA number: 030061, 427 pages and maps, February 13, 2003 PY - 2003 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-02-01-D KW - Biologic Assessments KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Floodplains KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Section 404(b) Statements KW - Shellfish KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - California KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36349113?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-02-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BUTTE+70%2F149%2F99%2F191+HIGHWAY+IMPROVEMENT+PROJECT%3A+STATE+ROUTE+70%2F149%2F99+%2F91+IN+BUTTE+COUNTY%2C+CALIFORNIA.&rft.title=BUTTE+70%2F149%2F99%2F191+HIGHWAY+IMPROVEMENT+PROJECT%3A+STATE+ROUTE+70%2F149%2F99+%2F91+IN+BUTTE+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sacramento, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: February 13, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - JAMES E. CLYBURN CONNECTOR, CALHOUN, CLARENDON, AND SUMTER COUNTIES, SOUTH CAROLINA. AN - 36445688; 9936 AB - PURPOSE: The construction of a two-lane highway and bridge within a minimum right-of-way of 66 feet to connect the existing road system from the intersection of South Carolina Route (SC) 33 and SR 267 to Secondary Road (Road S-) 52 or Road S-26 in Calhoun, Clarendon, and Sumter counties, South Carolina is proposed. The facility would cross Lake Marion in the vicinity of an existing CSX Railroad bridge near Lone Star and Timini and would consist of a 47-foot wide, 2.8-mile-long bridge. The bridge would extend to the limits of the lake's 100-year floodplain. Three alternatives, including a No Action Alternative (Alternative 3), are considered in this final EIS. Alternative 1, the preferred alternative, would extend 9.6 miles from a point west of Lone Star at the intersection of SC 33 and SC 267, crossing through cropland and pasture, upland mixed forest, upland pine, forested and non-forested wetlands, and open water before terminating northwest of Rimini at Road S-52. The centerline would lie approximately 180 feet northwest and upstream of the centerline of the CSX Railroad lake crossing. Alternative 2 would extend 6.7 miles from a point east of Lone Star at the intersection of Road S-265 and SC 267, crossing through the lake southeast of the railroad and terminating east of Rimini into Road S-26. The centerline of Alternative 2 would lie approximately 140 feet east and downstream of the centerline of the CSX Railroad lake crossing. Construction costs of alternatives 1 and 2 are estimated at $83 million and $73 million, respectively. POSITIVE IMPACTS: The new bridge would shorten travel times between locations in Lone Star and Rimini significantly. Access to industrial employment centers, health care facilities, and institutions providing higher education opportunities would be improved as a result. Travel time for through traffic would also be improved. NEGATIVE IMPACTS: Rights-of-way requirements for Alternative 1 would require acquisition of 52.8 acres via fee simple purchases and 48.5 acres via easements. As a result, the project would displace two residential units and one business, 5.7 acres of wetlands, 39.6 acres of farmland. Noise levels in excess of federal standards would occur in the vicinity of two sensitive receptor sites. One archaeological site would be affected. Four sites potentially containing hazardous wastes would be encountered during construction. Rights-of-way requirements for Alternative 2 would require acquisition of 30.7 acres via fee simple purchases and 50.3 acres via easements. As a result, the project would displace 2.3 acres of wetlands and 21.9 acres of farmland. Two sites potentially containing hazardous wastes would be encountered during construction. Under either alternative, impacts to minorities would be disproportionate, and two recreational resources, Palmetto Trail and Lake Marion, would be affected. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Executive Order 12898, Transportation Equity At 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 02-0064D, Volume 26, Number 1. JF - EPA number: 030058, 501 pages and maps, February 12, 2003 PY - 2003 KW - Roads and Railroads KW - Agency number: FHWA-SC-EIS-01-01-F KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Bridges KW - Easements KW - Farmlands KW - Hazardous Wastes KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites Surveys KW - Lakes KW - Minorities KW - Noise Assessments KW - Noise Standards Violations KW - Recreation Resources KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Traffic Analyses KW - Trails KW - Wetlands KW - Wildlife Surveys KW - South Carolina KW - Department of Transportation Act of 1966, Recreation Resources KW - Executive Order 12898, Compliance KW - Transportation Equity At 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/36445688?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-02-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=JAMES+E.+CLYBURN+CONNECTOR%2C+CALHOUN%2C+CLARENDON%2C+AND+SUMTER+COUNTIES%2C+SOUTH+CAROLINA.&rft.title=JAMES+E.+CLYBURN+CONNECTOR%2C+CALHOUN%2C+CLARENDON%2C+AND+SUMTER+COUNTIES%2C+SOUTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Columbia, South Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: February 12, 2003 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - LAS VEGAS RESORT CORRIDOR, FIXED GUIDEWAY DOWNTOWN EXTENSION, LAS VEGAS, NEVADA. AN - 36437758; 9938 AB - PURPOSE: The construction and operation of a rapid transit system in the Las Vegas Resort Corridor of Las Vegas, Clark County, Nevada are proposed. The 36-square-mile corridor, which encompasses the geographic center of Las Vegas, is bound on the north by Washington Avenue, on the east by Maryland Parkway and Eastern Avenue, on the south by Windmill Lane, and on the west by Valley View Boulevard. The predominant land uses in the corridor are hotels and motels, resort and gaming properties, residential properties, office space, and retail development. The area is the nation's fastest growing metropolitan area. Road capacity in the corridor does not accommodate the demand expected by the year 2020, and additional roadway construction alone will not solve the problem. Three alternatives, including a No Action Alternative, are considered in this final EIS. The proposed alternative would include 2.3 miles of fixed guideway rail, an expanded bus system, a transportation system management/transportation demand management component, and a street and highway component. The monorail system would extend from a point near Fremont Street to Sahara Avenue. The new elevated rail line, which would be served by four new stations, would interface seamlessly with the Las Vegas Monorail Corporation's 3.6-mile, seven-station system now under construction. The two systems would share station facilities at Sahara Avenue. Capital cost of the project is estimated at $298.5 million in 2002 dollars. POSITIVE IMPACTS: In combination with the rail system already under construction, the newly proposed system would enhance transportation in the Las Vegas core area substantially, reducing traffic congestion and improving air quality. The rail system would encourage conversion of residential land uses to commercial uses ion the downtown core, which would be consistent with government planning. NEGATIVE IMPACTS: Rights-of-way requirements would result in partial takes and full takes of commercial, industrial, and vacant properties. The elevated facility and associated stations would alter the cityscape significantly, affecting two historic sites. System related noise would be severe for residents of the St. Louis Manor Apartments, and several receptor sites, mostly hotels and motels, would experience moderate transit noise impacts. Preliminary testing has indicated that construction workers would encounter contaminants at some locations. LEGAL MANDATES: National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), Transportation Infrastructure Finance and Innovation Act, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0200D, Volume 26, Number 2. JF - EPA number: 030060, Final EIS--847 pages and maps, Project Plans Appendix--91 pages (oversize, February 12, 2003 PY - 2003 KW - Roads and Railroads KW - Air Quality KW - Floodplains KW - Hazardous Materials KW - Hotels KW - Land Use KW - Noise KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Transportation KW - Water Quality KW - Water Resources KW - Nevada KW - National Historic Preservation Act of 1966, Historic Sites KW - Transportation Infrastructure Finance and Innovation Act, 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/36437758?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-02-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=LAS+VEGAS+RESORT+CORRIDOR%2C+FIXED+GUIDEWAY+DOWNTOWN+EXTENSION%2C+LAS+VEGAS%2C+NEVADA.&rft.title=LAS+VEGAS+RESORT+CORRIDOR%2C+FIXED+GUIDEWAY+DOWNTOWN+EXTENSION%2C+LAS+VEGAS%2C+NEVADA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: February 12, 2003 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - LAS VEGAS RESORT CORRIDOR, FIXED GUIDEWAY DOWNTOWN EXTENSION, LAS VEGAS, NEVADA. [Part 1 of 2] T2 - LAS VEGAS RESORT CORRIDOR, FIXED GUIDEWAY DOWNTOWN EXTENSION, LAS VEGAS, NEVADA. AN - 36350504; 9938-030060_0001 AB - PURPOSE: The construction and operation of a rapid transit system in the Las Vegas Resort Corridor of Las Vegas, Clark County, Nevada are proposed. The 36-square-mile corridor, which encompasses the geographic center of Las Vegas, is bound on the north by Washington Avenue, on the east by Maryland Parkway and Eastern Avenue, on the south by Windmill Lane, and on the west by Valley View Boulevard. The predominant land uses in the corridor are hotels and motels, resort and gaming properties, residential properties, office space, and retail development. The area is the nation's fastest growing metropolitan area. Road capacity in the corridor does not accommodate the demand expected by the year 2020, and additional roadway construction alone will not solve the problem. Three alternatives, including a No Action Alternative, are considered in this final EIS. The proposed alternative would include 2.3 miles of fixed guideway rail, an expanded bus system, a transportation system management/transportation demand management component, and a street and highway component. The monorail system would extend from a point near Fremont Street to Sahara Avenue. The new elevated rail line, which would be served by four new stations, would interface seamlessly with the Las Vegas Monorail Corporation's 3.6-mile, seven-station system now under construction. The two systems would share station facilities at Sahara Avenue. Capital cost of the project is estimated at $298.5 million in 2002 dollars. POSITIVE IMPACTS: In combination with the rail system already under construction, the newly proposed system would enhance transportation in the Las Vegas core area substantially, reducing traffic congestion and improving air quality. The rail system would encourage conversion of residential land uses to commercial uses ion the downtown core, which would be consistent with government planning. NEGATIVE IMPACTS: Rights-of-way requirements would result in partial takes and full takes of commercial, industrial, and vacant properties. The elevated facility and associated stations would alter the cityscape significantly, affecting two historic sites. System related noise would be severe for residents of the St. Louis Manor Apartments, and several receptor sites, mostly hotels and motels, would experience moderate transit noise impacts. Preliminary testing has indicated that construction workers would encounter contaminants at some locations. LEGAL MANDATES: National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), Transportation Infrastructure Finance and Innovation Act, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0200D, Volume 26, Number 2. JF - EPA number: 030060, Final EIS--847 pages and maps, Project Plans Appendix--91 pages (oversize, February 12, 2003 PY - 2003 VL - 1 KW - Roads and Railroads KW - Air Quality KW - Floodplains KW - Hazardous Materials KW - Hotels KW - Land Use KW - Noise KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Transportation KW - Water Quality KW - Water Resources KW - Nevada KW - National Historic Preservation Act of 1966, Historic Sites KW - Transportation Infrastructure Finance and Innovation Act, 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/36350504?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-02-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=LAS+VEGAS+RESORT+CORRIDOR%2C+FIXED+GUIDEWAY+DOWNTOWN+EXTENSION%2C+LAS+VEGAS%2C+NEVADA.&rft.title=LAS+VEGAS+RESORT+CORRIDOR%2C+FIXED+GUIDEWAY+DOWNTOWN+EXTENSION%2C+LAS+VEGAS%2C+NEVADA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: February 12, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - JAMES E. CLYBURN CONNECTOR, CALHOUN, CLARENDON, AND SUMTER COUNTIES, SOUTH CAROLINA. [Part 1 of 1] T2 - JAMES E. CLYBURN CONNECTOR, CALHOUN, CLARENDON, AND SUMTER COUNTIES, SOUTH CAROLINA. AN - 36349030; 9936-030058_0001 AB - PURPOSE: The construction of a two-lane highway and bridge within a minimum right-of-way of 66 feet to connect the existing road system from the intersection of South Carolina Route (SC) 33 and SR 267 to Secondary Road (Road S-) 52 or Road S-26 in Calhoun, Clarendon, and Sumter counties, South Carolina is proposed. The facility would cross Lake Marion in the vicinity of an existing CSX Railroad bridge near Lone Star and Timini and would consist of a 47-foot wide, 2.8-mile-long bridge. The bridge would extend to the limits of the lake's 100-year floodplain. Three alternatives, including a No Action Alternative (Alternative 3), are considered in this final EIS. Alternative 1, the preferred alternative, would extend 9.6 miles from a point west of Lone Star at the intersection of SC 33 and SC 267, crossing through cropland and pasture, upland mixed forest, upland pine, forested and non-forested wetlands, and open water before terminating northwest of Rimini at Road S-52. The centerline would lie approximately 180 feet northwest and upstream of the centerline of the CSX Railroad lake crossing. Alternative 2 would extend 6.7 miles from a point east of Lone Star at the intersection of Road S-265 and SC 267, crossing through the lake southeast of the railroad and terminating east of Rimini into Road S-26. The centerline of Alternative 2 would lie approximately 140 feet east and downstream of the centerline of the CSX Railroad lake crossing. Construction costs of alternatives 1 and 2 are estimated at $83 million and $73 million, respectively. POSITIVE IMPACTS: The new bridge would shorten travel times between locations in Lone Star and Rimini significantly. Access to industrial employment centers, health care facilities, and institutions providing higher education opportunities would be improved as a result. Travel time for through traffic would also be improved. NEGATIVE IMPACTS: Rights-of-way requirements for Alternative 1 would require acquisition of 52.8 acres via fee simple purchases and 48.5 acres via easements. As a result, the project would displace two residential units and one business, 5.7 acres of wetlands, 39.6 acres of farmland. Noise levels in excess of federal standards would occur in the vicinity of two sensitive receptor sites. One archaeological site would be affected. Four sites potentially containing hazardous wastes would be encountered during construction. Rights-of-way requirements for Alternative 2 would require acquisition of 30.7 acres via fee simple purchases and 50.3 acres via easements. As a result, the project would displace 2.3 acres of wetlands and 21.9 acres of farmland. Two sites potentially containing hazardous wastes would be encountered during construction. Under either alternative, impacts to minorities would be disproportionate, and two recreational resources, Palmetto Trail and Lake Marion, would be affected. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Executive Order 12898, Transportation Equity At 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 02-0064D, Volume 26, Number 1. JF - EPA number: 030058, 501 pages and maps, February 12, 2003 PY - 2003 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-SC-EIS-01-01-F KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Bridges KW - Easements KW - Farmlands KW - Hazardous Wastes KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites Surveys KW - Lakes KW - Minorities KW - Noise Assessments KW - Noise Standards Violations KW - Recreation Resources KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Traffic Analyses KW - Trails KW - Wetlands KW - Wildlife Surveys KW - South Carolina KW - Department of Transportation Act of 1966, Recreation Resources KW - Executive Order 12898, Compliance KW - Transportation Equity At 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/36349030?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-02-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=JAMES+E.+CLYBURN+CONNECTOR%2C+CALHOUN%2C+CLARENDON%2C+AND+SUMTER+COUNTIES%2C+SOUTH+CAROLINA.&rft.title=JAMES+E.+CLYBURN+CONNECTOR%2C+CALHOUN%2C+CLARENDON%2C+AND+SUMTER+COUNTIES%2C+SOUTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Columbia, South Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: February 12, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - LAS VEGAS RESORT CORRIDOR, FIXED GUIDEWAY DOWNTOWN EXTENSION, LAS VEGAS, NEVADA. [Part 2 of 2] T2 - LAS VEGAS RESORT CORRIDOR, FIXED GUIDEWAY DOWNTOWN EXTENSION, LAS VEGAS, NEVADA. AN - 36346917; 9938-030060_0002 AB - PURPOSE: The construction and operation of a rapid transit system in the Las Vegas Resort Corridor of Las Vegas, Clark County, Nevada are proposed. The 36-square-mile corridor, which encompasses the geographic center of Las Vegas, is bound on the north by Washington Avenue, on the east by Maryland Parkway and Eastern Avenue, on the south by Windmill Lane, and on the west by Valley View Boulevard. The predominant land uses in the corridor are hotels and motels, resort and gaming properties, residential properties, office space, and retail development. The area is the nation's fastest growing metropolitan area. Road capacity in the corridor does not accommodate the demand expected by the year 2020, and additional roadway construction alone will not solve the problem. Three alternatives, including a No Action Alternative, are considered in this final EIS. The proposed alternative would include 2.3 miles of fixed guideway rail, an expanded bus system, a transportation system management/transportation demand management component, and a street and highway component. The monorail system would extend from a point near Fremont Street to Sahara Avenue. The new elevated rail line, which would be served by four new stations, would interface seamlessly with the Las Vegas Monorail Corporation's 3.6-mile, seven-station system now under construction. The two systems would share station facilities at Sahara Avenue. Capital cost of the project is estimated at $298.5 million in 2002 dollars. POSITIVE IMPACTS: In combination with the rail system already under construction, the newly proposed system would enhance transportation in the Las Vegas core area substantially, reducing traffic congestion and improving air quality. The rail system would encourage conversion of residential land uses to commercial uses ion the downtown core, which would be consistent with government planning. NEGATIVE IMPACTS: Rights-of-way requirements would result in partial takes and full takes of commercial, industrial, and vacant properties. The elevated facility and associated stations would alter the cityscape significantly, affecting two historic sites. System related noise would be severe for residents of the St. Louis Manor Apartments, and several receptor sites, mostly hotels and motels, would experience moderate transit noise impacts. Preliminary testing has indicated that construction workers would encounter contaminants at some locations. LEGAL MANDATES: National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), Transportation Infrastructure Finance and Innovation Act, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0200D, Volume 26, Number 2. JF - EPA number: 030060, Final EIS--847 pages and maps, Project Plans Appendix--91 pages (oversize, February 12, 2003 PY - 2003 VL - 2 KW - Roads and Railroads KW - Air Quality KW - Floodplains KW - Hazardous Materials KW - Hotels KW - Land Use KW - Noise KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Transportation KW - Water Quality KW - Water Resources KW - Nevada KW - National Historic Preservation Act of 1966, Historic Sites KW - Transportation Infrastructure Finance and Innovation Act, 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/36346917?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-02-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=LAS+VEGAS+RESORT+CORRIDOR%2C+FIXED+GUIDEWAY+DOWNTOWN+EXTENSION%2C+LAS+VEGAS%2C+NEVADA.&rft.title=LAS+VEGAS+RESORT+CORRIDOR%2C+FIXED+GUIDEWAY+DOWNTOWN+EXTENSION%2C+LAS+VEGAS%2C+NEVADA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: February 12, 2003 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). AN - 36413673; 9935 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 AR 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 buildout concept would provide for interchanges and collector/distributor roads and would serve as a regional connector between Clay and Duval counties. This 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, ormandy 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). JF - EPA number: 030057, 105 pages and maps, February 10, 2003 PY - 2003 KW - Roads and Railroads KW - Agency number: FHWA-FLA-EIS-03-01-DS KW - Air Quality KW - Floodplains KW - Highways KW - Highway Structures KW - Land Use KW - Noise KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Water Quality KW - Water Quality Assessments KW - Wetlands KW - Wildlife KW - Wildlife Habitat KW - Florida KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36413673?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-02-10&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.&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.&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 - Draft. Preparation date: February 10, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GRAND PARKWAY, STATE HIGHWAY 99, SEGMENT E, FROM IH 10 TO US 290, HARRIS COUNTY, TEXAS. AN - 36435933; 9933 AB - PURPOSE: The construction of 13.9-miles of new highway, a portion of the Grand Parkway known as Segment E, in Harris County, Texas is proposed. The project would be located in the northwest quadrant of the planned 170-mile third loop of State Highway (SH) 99 around the city of Houston. The Grand Parkway would provide access to radial freeways as well as serving as a third loop highway. The Segment E study area is bounded by Interstate 10 to the south, US 290 to the north, SH 6 to the east, and the Harris/Waller County line to the west. The conceptual design would provide for a four-lane, at-grade controlled access highway, with a design speed of 70 miles per hour, within a 400-foot right-of-way. The broader study area is predicted to experience significant growth in population and employment by the year 2025. Five general alternatives, including a No-Build Alternative, are considered in this drat EIS. Estimated construction costs of the build alternatives range from $124.4 million to $155.1 million. POSITIVE IMPACTS: The new highway would provide improved access to the existing thoroughfare system, reduce area traffic congestion, improve safety, and improve area-wide mobility. Through radial traffic on the current freeway system would be reduced significantly once the entire parkway was completed. Safety deficiencies characterizing the existing loop systems would be reduced, and economic development in the area would be boosted. Pedestrian and bicycle access would be improved via provision of a trail system associated with the highway. NEGATIVE IMPACTS: All build alternatives would result in the loss of 509.3 acres of farmland and affect access to some farms. Approximately 23 acres of wetlands, 148 acres of rangeland, 15 acres of forest, and 500 to 700 acres of the Katy Prairie would be affected, along with the associated wildlife habitat. The project would affect 180 to 305 acres of floodplain. Potential habitat for the federally protected Texas prairie dawn-flower and several protected bird species exists within the project area. The highway would cross an active rail line and existing arterial roadways, potentially terminating through travel on some of the latter. The facility would degrade visual aesthetics and community character in some areas. School bus access along the corridor would be impeded. The level of air pollutant emissions in the corridor would increase. From six to 39 sensitive sites would be affected by noise levels in excess of federal standards. One archaeological site would be affected, and the project traverses 464 acres of land that could contain further archaeological sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (P.L. 94-373), and Transportation Efficiency Act for the 21st Century (P.L. 105-178). JF - EPA number: 030055, Volume I--832 pages and maps, Volume II-744 pages and maps, February 7, 2003 PY - 2003 KW - Roads and Railroads KW - Agency number: FHWA-TX-EIS-02-01-D KW - Archaeological Sites KW - Birds KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Railroads KW - Ranges KW - Safety KW - Socioeconomic Assessments KW - Traffic Analyses KW - Trails KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - Texas KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - Transportation Efficiency Act for the 21st Century, Project Authorization UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36435933?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-02-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GRAND+PARKWAY%2C+STATE+HIGHWAY+99%2C+SEGMENT+E%2C+FROM+IH+10+TO+US+290%2C+HARRIS+COUNTY%2C+TEXAS.&rft.title=GRAND+PARKWAY%2C+STATE+HIGHWAY+99%2C+SEGMENT+E%2C+FROM+IH+10+TO+US+290%2C+HARRIS+COUNTY%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Austin, Texas; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: February 7, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GRAND PARKWAY, STATE HIGHWAY 99, SEGMENT E, FROM IH 10 TO US 290, HARRIS COUNTY, TEXAS. [Part 3 of 3] T2 - GRAND PARKWAY, STATE HIGHWAY 99, SEGMENT E, FROM IH 10 TO US 290, HARRIS COUNTY, TEXAS. AN - 36350418; 9933-030055_0003 AB - PURPOSE: The construction of 13.9-miles of new highway, a portion of the Grand Parkway known as Segment E, in Harris County, Texas is proposed. The project would be located in the northwest quadrant of the planned 170-mile third loop of State Highway (SH) 99 around the city of Houston. The Grand Parkway would provide access to radial freeways as well as serving as a third loop highway. The Segment E study area is bounded by Interstate 10 to the south, US 290 to the north, SH 6 to the east, and the Harris/Waller County line to the west. The conceptual design would provide for a four-lane, at-grade controlled access highway, with a design speed of 70 miles per hour, within a 400-foot right-of-way. The broader study area is predicted to experience significant growth in population and employment by the year 2025. Five general alternatives, including a No-Build Alternative, are considered in this drat EIS. Estimated construction costs of the build alternatives range from $124.4 million to $155.1 million. POSITIVE IMPACTS: The new highway would provide improved access to the existing thoroughfare system, reduce area traffic congestion, improve safety, and improve area-wide mobility. Through radial traffic on the current freeway system would be reduced significantly once the entire parkway was completed. Safety deficiencies characterizing the existing loop systems would be reduced, and economic development in the area would be boosted. Pedestrian and bicycle access would be improved via provision of a trail system associated with the highway. NEGATIVE IMPACTS: All build alternatives would result in the loss of 509.3 acres of farmland and affect access to some farms. Approximately 23 acres of wetlands, 148 acres of rangeland, 15 acres of forest, and 500 to 700 acres of the Katy Prairie would be affected, along with the associated wildlife habitat. The project would affect 180 to 305 acres of floodplain. Potential habitat for the federally protected Texas prairie dawn-flower and several protected bird species exists within the project area. The highway would cross an active rail line and existing arterial roadways, potentially terminating through travel on some of the latter. The facility would degrade visual aesthetics and community character in some areas. School bus access along the corridor would be impeded. The level of air pollutant emissions in the corridor would increase. From six to 39 sensitive sites would be affected by noise levels in excess of federal standards. One archaeological site would be affected, and the project traverses 464 acres of land that could contain further archaeological sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (P.L. 94-373), and Transportation Efficiency Act for the 21st Century (P.L. 105-178). JF - EPA number: 030055, Volume I--832 pages and maps, Volume II-744 pages and maps, February 7, 2003 PY - 2003 VL - 3 KW - Roads and Railroads KW - Agency number: FHWA-TX-EIS-02-01-D KW - Archaeological Sites KW - Birds KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Railroads KW - Ranges KW - Safety KW - Socioeconomic Assessments KW - Traffic Analyses KW - Trails KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - Texas KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - Transportation Efficiency Act for the 21st Century, Project Authorization UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36350418?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-02-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GRAND+PARKWAY%2C+STATE+HIGHWAY+99%2C+SEGMENT+E%2C+FROM+IH+10+TO+US+290%2C+HARRIS+COUNTY%2C+TEXAS.&rft.title=GRAND+PARKWAY%2C+STATE+HIGHWAY+99%2C+SEGMENT+E%2C+FROM+IH+10+TO+US+290%2C+HARRIS+COUNTY%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Austin, Texas; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: February 7, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GRAND PARKWAY, STATE HIGHWAY 99, SEGMENT E, FROM IH 10 TO US 290, HARRIS COUNTY, TEXAS. [Part 2 of 3] T2 - GRAND PARKWAY, STATE HIGHWAY 99, SEGMENT E, FROM IH 10 TO US 290, HARRIS COUNTY, TEXAS. AN - 36347499; 9933-030055_0002 AB - PURPOSE: The construction of 13.9-miles of new highway, a portion of the Grand Parkway known as Segment E, in Harris County, Texas is proposed. The project would be located in the northwest quadrant of the planned 170-mile third loop of State Highway (SH) 99 around the city of Houston. The Grand Parkway would provide access to radial freeways as well as serving as a third loop highway. The Segment E study area is bounded by Interstate 10 to the south, US 290 to the north, SH 6 to the east, and the Harris/Waller County line to the west. The conceptual design would provide for a four-lane, at-grade controlled access highway, with a design speed of 70 miles per hour, within a 400-foot right-of-way. The broader study area is predicted to experience significant growth in population and employment by the year 2025. Five general alternatives, including a No-Build Alternative, are considered in this drat EIS. Estimated construction costs of the build alternatives range from $124.4 million to $155.1 million. POSITIVE IMPACTS: The new highway would provide improved access to the existing thoroughfare system, reduce area traffic congestion, improve safety, and improve area-wide mobility. Through radial traffic on the current freeway system would be reduced significantly once the entire parkway was completed. Safety deficiencies characterizing the existing loop systems would be reduced, and economic development in the area would be boosted. Pedestrian and bicycle access would be improved via provision of a trail system associated with the highway. NEGATIVE IMPACTS: All build alternatives would result in the loss of 509.3 acres of farmland and affect access to some farms. Approximately 23 acres of wetlands, 148 acres of rangeland, 15 acres of forest, and 500 to 700 acres of the Katy Prairie would be affected, along with the associated wildlife habitat. The project would affect 180 to 305 acres of floodplain. Potential habitat for the federally protected Texas prairie dawn-flower and several protected bird species exists within the project area. The highway would cross an active rail line and existing arterial roadways, potentially terminating through travel on some of the latter. The facility would degrade visual aesthetics and community character in some areas. School bus access along the corridor would be impeded. The level of air pollutant emissions in the corridor would increase. From six to 39 sensitive sites would be affected by noise levels in excess of federal standards. One archaeological site would be affected, and the project traverses 464 acres of land that could contain further archaeological sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (P.L. 94-373), and Transportation Efficiency Act for the 21st Century (P.L. 105-178). JF - EPA number: 030055, Volume I--832 pages and maps, Volume II-744 pages and maps, February 7, 2003 PY - 2003 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-TX-EIS-02-01-D KW - Archaeological Sites KW - Birds KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Railroads KW - Ranges KW - Safety KW - Socioeconomic Assessments KW - Traffic Analyses KW - Trails KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - Texas KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - Transportation Efficiency Act for the 21st Century, Project Authorization UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36347499?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-02-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GRAND+PARKWAY%2C+STATE+HIGHWAY+99%2C+SEGMENT+E%2C+FROM+IH+10+TO+US+290%2C+HARRIS+COUNTY%2C+TEXAS.&rft.title=GRAND+PARKWAY%2C+STATE+HIGHWAY+99%2C+SEGMENT+E%2C+FROM+IH+10+TO+US+290%2C+HARRIS+COUNTY%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Austin, Texas; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: February 7, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GRAND PARKWAY, STATE HIGHWAY 99, SEGMENT E, FROM IH 10 TO US 290, HARRIS COUNTY, TEXAS. [Part 1 of 3] T2 - GRAND PARKWAY, STATE HIGHWAY 99, SEGMENT E, FROM IH 10 TO US 290, HARRIS COUNTY, TEXAS. AN - 36347355; 9933-030055_0001 AB - PURPOSE: The construction of 13.9-miles of new highway, a portion of the Grand Parkway known as Segment E, in Harris County, Texas is proposed. The project would be located in the northwest quadrant of the planned 170-mile third loop of State Highway (SH) 99 around the city of Houston. The Grand Parkway would provide access to radial freeways as well as serving as a third loop highway. The Segment E study area is bounded by Interstate 10 to the south, US 290 to the north, SH 6 to the east, and the Harris/Waller County line to the west. The conceptual design would provide for a four-lane, at-grade controlled access highway, with a design speed of 70 miles per hour, within a 400-foot right-of-way. The broader study area is predicted to experience significant growth in population and employment by the year 2025. Five general alternatives, including a No-Build Alternative, are considered in this drat EIS. Estimated construction costs of the build alternatives range from $124.4 million to $155.1 million. POSITIVE IMPACTS: The new highway would provide improved access to the existing thoroughfare system, reduce area traffic congestion, improve safety, and improve area-wide mobility. Through radial traffic on the current freeway system would be reduced significantly once the entire parkway was completed. Safety deficiencies characterizing the existing loop systems would be reduced, and economic development in the area would be boosted. Pedestrian and bicycle access would be improved via provision of a trail system associated with the highway. NEGATIVE IMPACTS: All build alternatives would result in the loss of 509.3 acres of farmland and affect access to some farms. Approximately 23 acres of wetlands, 148 acres of rangeland, 15 acres of forest, and 500 to 700 acres of the Katy Prairie would be affected, along with the associated wildlife habitat. The project would affect 180 to 305 acres of floodplain. Potential habitat for the federally protected Texas prairie dawn-flower and several protected bird species exists within the project area. The highway would cross an active rail line and existing arterial roadways, potentially terminating through travel on some of the latter. The facility would degrade visual aesthetics and community character in some areas. School bus access along the corridor would be impeded. The level of air pollutant emissions in the corridor would increase. From six to 39 sensitive sites would be affected by noise levels in excess of federal standards. One archaeological site would be affected, and the project traverses 464 acres of land that could contain further archaeological sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (P.L. 94-373), and Transportation Efficiency Act for the 21st Century (P.L. 105-178). JF - EPA number: 030055, Volume I--832 pages and maps, Volume II-744 pages and maps, February 7, 2003 PY - 2003 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-TX-EIS-02-01-D KW - Archaeological Sites KW - Birds KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Railroads KW - Ranges KW - Safety KW - Socioeconomic Assessments KW - Traffic Analyses KW - Trails KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - Texas KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - Transportation Efficiency Act for the 21st Century, Project Authorization UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36347355?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-02-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GRAND+PARKWAY%2C+STATE+HIGHWAY+99%2C+SEGMENT+E%2C+FROM+IH+10+TO+US+290%2C+HARRIS+COUNTY%2C+TEXAS.&rft.title=GRAND+PARKWAY%2C+STATE+HIGHWAY+99%2C+SEGMENT+E%2C+FROM+IH+10+TO+US+290%2C+HARRIS+COUNTY%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Austin, Texas; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: February 7, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - AVENUE G VIADUCT AND CONNECTING CORRIDOR, CITY OF COUNCIL BLUFFS, POTTAWATTAMIE COUNTY, IOWA. [Part 1 of 1] T2 - AVENUE G VIADUCT AND CONNECTING CORRIDOR, CITY OF COUNCIL BLUFFS, POTTAWATTAMIE COUNTY, IOWA. AN - 36346163; 9930-030052_0001 AB - PURPOSE: The construction of a new viaduct over the main north-south rail corridor that bisects the city of Council Bluffs, Pottawattamie County, Iowa is proposed. The viaduct would be located immediately north of the central business district in a fully developed portion of metropolitan Council Bluffs. More specifically, the eastern portion of the project study area encompasses approximately 20 square blocks bounded by North Sixth Street, North Eighth Street, Avenue G, and Broadway. The western portion of the study area is bounded by North Sixth Street, Avenue F, Avenue H, and North Sixteenth Street. The existing Broadway viaduct is the only grade-separated structure over the heavily used rail corridor, resulting in congestion and an accident rate well above the normal for the area. Four alternatives, including a No-Build Alternative, are considered in detail in this final EIS. Alternative 1, the preferred alternative, would involve provision of a one-way pair, beginning at Kanesville Boulevard and continuing along the Sixth /Seventh Street one-way pair that lies south of Kanesville Boulevard through downtown and north through the project area. North Sixth Street would be one-way northbound, while North Seventh Street would be one-way southbound. This would match the existing street orientation in the project area. The two streets would join at Avenue F, at which point the alignment would curve along a new alignment to the North Eighth Street and Avenue G intersection where it would join the viaduct segment. Yhr proposed cross-section could be constructed within the existing North Seventh Street curb line from Avenue F to Kanesville Boulevard. From Kanesville Boulevard to Mill Street, the cross-section could be built within the existing North Sixth Street curb lines. From Mill Street to avenue F, the cross-section would have to be widened to 31 feet, this would still keep the sidewalks in their current locations. Where the two one-way pairs join at Avenue F, however, the roadway would curve along a new alignment to North Eighth Street at Avenue G. Two 12-foot travel lanes and a seven-foot parking lane would be provided. A trail system would be constructed along the west side of North Seventh Street and continue across the viaduct on the bicycle/pedestrian lane. Cost of the project is estimated at $22.8 million. POSITIVE IMPACTS: The new viaduct would improve access for local emergency services and improve safety for passengers in vehicles crossing the rail corridor. Congestion on the existing rail overpass would decline significantly, reducing the accident rate in the corridor greatly. At-grade crossing delays would be eliminated. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 73 structures, including 46 owner-occupied households, 29 rental units, one vacant residence, and two businesses. The proportion of minority households in the area is 11.7 percent and the proportion in the surrounding community is 7.5 percent. The proportion of low-income households in the project area is 10.7 percent, and the proportion in the surrounding community is 6.9 percent. Mynster /West Washington Historic District would continue to deteriorate. 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 02-0422D, Volume 26, Number 4. JF - EPA number: 030052, 77 pages, February 6, 2003 PY - 2003 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-IOWA-EIS-02-01-F KW - Highways KW - Highway Structures KW - Historic Districts KW - Minorities KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Trails KW - Transportation KW - Iowa KW - Department of Transportation Act of 1966, Historic Districts KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36346163?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-02-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=AVENUE+G+VIADUCT+AND+CONNECTING+CORRIDOR%2C+CITY+OF+COUNCIL+BLUFFS%2C+POTTAWATTAMIE+COUNTY%2C+IOWA.&rft.title=AVENUE+G+VIADUCT+AND+CONNECTING+CORRIDOR%2C+CITY+OF+COUNCIL+BLUFFS%2C+POTTAWATTAMIE+COUNTY%2C+IOWA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Ames, Iowa; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: February 6, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - AVENUE G VIADUCT AND CONNECTING CORRIDOR, CITY OF COUNCIL BLUFFS, POTTAWATTAMIE COUNTY, IOWA. AN - 16347696; 9930 AB - PURPOSE: The construction of a new viaduct over the main north-south rail corridor that bisects the city of Council Bluffs, Pottawattamie County, Iowa is proposed. The viaduct would be located immediately north of the central business district in a fully developed portion of metropolitan Council Bluffs. More specifically, the eastern portion of the project study area encompasses approximately 20 square blocks bounded by North Sixth Street, North Eighth Street, Avenue G, and Broadway. The western portion of the study area is bounded by North Sixth Street, Avenue F, Avenue H, and North Sixteenth Street. The existing Broadway viaduct is the only grade-separated structure over the heavily used rail corridor, resulting in congestion and an accident rate well above the normal for the area. Four alternatives, including a No-Build Alternative, are considered in detail in this final EIS. Alternative 1, the preferred alternative, would involve provision of a one-way pair, beginning at Kanesville Boulevard and continuing along the Sixth /Seventh Street one-way pair that lies south of Kanesville Boulevard through downtown and north through the project area. North Sixth Street would be one-way northbound, while North Seventh Street would be one-way southbound. This would match the existing street orientation in the project area. The two streets would join at Avenue F, at which point the alignment would curve along a new alignment to the North Eighth Street and Avenue G intersection where it would join the viaduct segment. Yhr proposed cross-section could be constructed within the existing North Seventh Street curb line from Avenue F to Kanesville Boulevard. From Kanesville Boulevard to Mill Street, the cross-section could be built within the existing North Sixth Street curb lines. From Mill Street to avenue F, the cross-section would have to be widened to 31 feet, this would still keep the sidewalks in their current locations. Where the two one-way pairs join at Avenue F, however, the roadway would curve along a new alignment to North Eighth Street at Avenue G. Two 12-foot travel lanes and a seven-foot parking lane would be provided. A trail system would be constructed along the west side of North Seventh Street and continue across the viaduct on the bicycle/pedestrian lane. Cost of the project is estimated at $22.8 million. POSITIVE IMPACTS: The new viaduct would improve access for local emergency services and improve safety for passengers in vehicles crossing the rail corridor. Congestion on the existing rail overpass would decline significantly, reducing the accident rate in the corridor greatly. At-grade crossing delays would be eliminated. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 73 structures, including 46 owner-occupied households, 29 rental units, one vacant residence, and two businesses. The proportion of minority households in the area is 11.7 percent and the proportion in the surrounding community is 7.5 percent. The proportion of low-income households in the project area is 10.7 percent, and the proportion in the surrounding community is 6.9 percent. Mynster /West Washington Historic District would continue to deteriorate. 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 02-0422D, Volume 26, Number 4. JF - EPA number: 030052, 77 pages, February 6, 2003 PY - 2003 KW - Roads and Railroads KW - Agency number: FHWA-IOWA-EIS-02-01-F KW - Highways KW - Highway Structures KW - Historic Districts KW - Minorities KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Trails KW - Transportation KW - Iowa KW - Department of Transportation Act of 1966, Historic Districts KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16347696?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-02-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=AVENUE+G+VIADUCT+AND+CONNECTING+CORRIDOR%2C+CITY+OF+COUNCIL+BLUFFS%2C+POTTAWATTAMIE+COUNTY%2C+IOWA.&rft.title=AVENUE+G+VIADUCT+AND+CONNECTING+CORRIDOR%2C+CITY+OF+COUNCIL+BLUFFS%2C+POTTAWATTAMIE+COUNTY%2C+IOWA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Ames, Iowa; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: February 6, 2003 N1 - Last updated - 2014-01-30 ER - TY - JOUR T1 - United Posts Top On-Time Record, Has Most Complaints AN - 217990331 AB - In December, the carriers recorded a mishandled baggage rate of 4.91 per 1,000 passengers, slightly better than December 2001's 4.96 but not as good as November 2002's 3.16. United and American exceeded the average with rates of 5.92 and 5.57. Alaska and US Airways lost the fewest number of bags. The 10 major carriers posted a bumping rate of 0.72 per 10,000 passengers in 2002, down from 2001's rate of 0.82. Alaska, Delta and Southwest had the most denied boardings last year. JF - Aviation Daily AU - SL WebLink http://airconsumer.ost.dot.gov/reports/2003/0302atcr.pdf Y1 - 2003/02/04/ PY - 2003 DA - 2003 Feb 04 SP - 4 CY - Washington PB - Penton Media, Inc., Penton Business Media, Inc. VL - 351 IS - 23 SN - 01934597 KW - Aeronautics And Space Flight UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/217990331?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Aabitrade&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Aviation+Daily&rft.atitle=United+Posts+Top+On-Time+Record%2C+Has+Most+Complaints&rft.au=SL+WebLink+http%3A%2F%2Fairconsumer.ost.dot.gov%2Freports%2F2003%2F0302atcr.pdf&rft.aulast=SL+WebLink+http%3A%2F%2Fairconsumer.ost.dot.gov%2Freports%2F2003%2F0302atcr.pdf&rft.aufirst=&rft.date=2003-02-04&rft.volume=351&rft.issue=23&rft.spage=4&rft.isbn=&rft.btitle=&rft.title=Aviation+Daily&rft.issn=01934597&rft_id=info:doi/ LA - English DB - ProQuest Central N1 - Name - Department of Transportation; Alaska Air N1 - Copyright - Copyright 2003 The McGraw-Hill Companies, Inc. N1 - Last updated - 2015-01-03 ER - TY - JOUR T1 - Addressing environmental hazards and engineering challenges in the Upper Mississippi Valley lead-zinc district, Wisconsin AN - 51803072; 2004-073207 AB - The Upper Mississippi Valley lead-zinc district of Wisconsin, Illinois, Iowa and Minnesota produced nearly 10 million tons of lead-zinc ore from the 1820s until the last mine closed in 1978. Although considerable ore remains, the district is unlikely to be mined in the future. As rural residential development increases, the abandoned workings, particularly poorly sealed shafts, can be a hazard. Most low-sulfide waste rock has been recycled as aggregate, making it difficult to find any surface evidence of small, older mine sites that may cause problems. Specific hazards and engineering problems include (1) locally degraded groundwater from lead-zinc sulfide mines, (2) leachate from roaster-pile waste, and (3) minor ore bodies and shallow abandoned mine working encountered during highway construction. Reclamation was undertaken by the Wisconsin Department of Natural Resources (1 and 2) and the Wisconsin Department of Transportation (3), with assistance from the Wisconsin Geological and Natural History Survey. High sulfate in groundwater samples was noted in 1978 following closure and flooding in an area where large mines had operated for over 50 years and a drawdown cone had developed over a 20-square mile area. A well-replacement program near Shullsburg restored potable water supplies. Onsite reclamation consisted of establishing vegetation on the tailings and shipping the crushed waste rock for aggregate. Leachate from zinc roaster waste piles produced over 100 years resulted in highly acidic and metal-rich surface water near Mineral Point. The roaster piles were successfully reclaimed by surface grading and contouring along with neutralization and fertilization to allow vegetation to establish. This was accomplished at a fraction of the cost of removal of the roaster waste piles. Previously undiscovered sulfide mineralization and associated rock alteration exposed during highway construction along US 151 near Mineral Point resulted in the need for engineering redesign, slope redesign, slope stabilization and vegetational planting. District mine maps of the Wisconsin Geological and Natural History Survey, reclamation experience in the area, and proactive engineering are now being used to anticipate problems in the design and construction for stable road beds and rock cuts by the Department of Transportation. JF - Abstracts with Programs - Geological Society of America AU - Brown, B A AU - Mudrey, M G, Jr AU - Czechanski, M L AU - Reid, Daniel D AU - Hunt, T C AU - Anonymous Y1 - 2003/02// PY - 2003 DA - February 2003 SP - 46 PB - Geological Society of America (GSA), Boulder, CO VL - 35 IS - 2 SN - 0016-7592, 0016-7592 KW - United States KW - water quality KW - mining KW - Upper Mississippi Valley KW - degradation KW - geologic hazards KW - Mississippi Valley KW - reclamation KW - land subsidence KW - Iowa KW - environmental effects KW - ground water KW - Wisconsin KW - chemical composition KW - abandoned mines KW - Minnesota KW - mines KW - lead ores KW - Illinois KW - acid mine drainage KW - pollutants KW - zinc ores KW - pollution KW - engineering geology KW - metal ores KW - anaerobic environment KW - risk assessment KW - tailings KW - land use KW - 30:Engineering geology KW - 22:Environmental geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51803072?accountid=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=Addressing+environmental+hazards+and+engineering+challenges+in+the+Upper+Mississippi+Valley+lead-zinc+district%2C+Wisconsin&rft.au=Brown%2C+B+A%3BMudrey%2C+M+G%2C+Jr%3BCzechanski%2C+M+L%3BReid%2C+Daniel+D%3BHunt%2C+T+C%3BAnonymous&rft.aulast=Brown&rft.aufirst=B&rft.date=2003-02-01&rft.volume=35&rft.issue=2&rft.spage=46&rft.isbn=&rft.btitle=&rft.title=Abstracts+with+Programs+-+Geological+Society+of+America&rft.issn=00167592&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - Geological Society of America, North-Central Section, 37th 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 - 2004-01-01 N1 - PubXState - CO N1 - Last updated - 2012-06-07 N1 - CODEN - GAAPBC N1 - SubjectsTermNotLitGenreText - abandoned mines; acid mine drainage; anaerobic environment; chemical composition; degradation; engineering geology; environmental effects; geologic hazards; ground water; Illinois; Iowa; land subsidence; land use; lead ores; metal ores; mines; mining; Minnesota; Mississippi Valley; pollutants; pollution; reclamation; risk assessment; tailings; United States; Upper Mississippi Valley; water quality; Wisconsin; zinc ores ER - TY - JOUR T1 - Trenchless technology; the need for accurate geologic information; case studies of failure and success AN - 51802618; 2004-073208 AB - Trenchless technology may be described as techniques and methods which do not rely solely on the use of a trench or excavation for placement of near-surface utility product pipe; methods of utility inspection; and renewal of in-situ product pipe or other type of installation. This technology is used worldwide and represents a new frontier for needed geologic information. Horizontal environmental remediation and monitoring wells and municipal water supply wells may be drilled with better success and subsequent higher outputs than comparable vertical applications. Coal bed methane may be successfully collected using "blind" horizontal wells. This technology is environmentally friendly: sensitive environmental areas, commercial areas, and residential areas experience little or no disturbance. Vehicular and pedestrian traffic may flow unimpeded over an area being crossed. Lack of disruption lessens commercial impacts, allowing business owners to conduct normal activity. Governmental income is maintained when business receipts are unaffected, because sales tax collection continues uninterrupted. Even metered parking revenues may remain unchanged during trenchless operations. Knowledge of surficial and subsurface geology is the single most important factor insuring the success of all new horizontal product pipe installations, either by the collective set of techniques known as horizontal boring, or by a pipe replacement technology known as pipe bursting. Geologic criteria such as; soil and rock type, depth to water table, strength of soil or rock, and particle size should be considered in order to determine proper equipment type and capacity, need for specialized tooling, and drilling fluid formulation. Two case studies illustrate how knowledge of geologic materials affects the possibility of success or failure of a project. The first case study is a horizontal bore which damaged I-270, a major thoroughfare in St. Louis, Missouri. The contractor responsible for the damage had not sought geologic knowledge prior to attempting the bore. The second example is a pipejack installation under U.S. 63 in Macon, Missouri. The contractor, Keith Contracting, Inc., was supplied adequate advance geologic information and completed the bore successfully, with no adverse impact. JF - Abstracts with Programs - Geological Society of America AU - Davis, George H AU - Hamilton, R Vanette AU - Anonymous Y1 - 2003/02// PY - 2003 DA - February 2003 SP - 46 PB - Geological Society of America (GSA), Boulder, CO VL - 35 IS - 2 SN - 0016-7592, 0016-7592 KW - United States KW - soils KW - civil engineering KW - water supply KW - petroleum engineering KW - Saint Louis County Missouri KW - monitoring KW - Missouri KW - human activity KW - excavations KW - pipelines KW - Saint Louis Missouri KW - remediation KW - ground water KW - case studies KW - engineering geology KW - boreholes KW - conservation KW - Macon County Missouri KW - water wells KW - land use KW - 30:Engineering geology KW - 22:Environmental geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51802618?accountid=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=Trenchless+technology%3B+the+need+for+accurate+geologic+information%3B+case+studies+of+failure+and+success&rft.au=Davis%2C+George+H%3BHamilton%2C+R+Vanette%3BAnonymous&rft.aulast=Davis&rft.aufirst=George&rft.date=2003-02-01&rft.volume=35&rft.issue=2&rft.spage=46&rft.isbn=&rft.btitle=&rft.title=Abstracts+with+Programs+-+Geological+Society+of+America&rft.issn=00167592&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - Geological Society of America, North-Central Section, 37th 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 - 2004-01-01 N1 - PubXState - CO N1 - Last updated - 2012-06-07 N1 - CODEN - GAAPBC N1 - SubjectsTermNotLitGenreText - boreholes; case studies; civil engineering; conservation; engineering geology; excavations; ground water; human activity; land use; Macon County Missouri; Missouri; monitoring; petroleum engineering; pipelines; remediation; Saint Louis County Missouri; Saint Louis Missouri; soils; United States; water supply; water wells ER - TY - JOUR T1 - Life in the Fast Lane Public tolling in Colorado is only a matter of time AN - 224393170 AB - Tolling will provide travelers new transportation options, and it does so without raising taxes. Drivers will have the choice to travel in toll lanes or drive existing traffic lanes without a fee. One positive benefit to adding toll lanes is that drivers who choose to pay to expedite their travel will no longer add to the congestion in existing lanes. The Colorado Tolling Enterprise has the authority to conduct all aspects of building and operating toll highways, including setting and adjusting tolls, issuing revenue bonds, overseeing maintenance and entering into public/private partnerships. The intent is for the Enterprise to operate like a business - to adjust tolls so that revenues are as close as possible to the amount required to construct and provide for ongoing maintenance and operations for the tolling system. JF - Colorado Construction AU - Peggy Catlin Deputy Executive Director Colorado Department of Transportation Acting Director Colorado Tolling Enterprise Y1 - 2003/02// PY - 2003 DA - Feb 2003 SP - 14 CY - Denver PB - McGraw Hill Publications Company VL - 6 IS - 2 SN - 15469964 KW - Building And Construction UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/224393170?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Aabidateline&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Colorado+Construction&rft.atitle=Life+in+the+Fast+Lane+Public+tolling+in+Colorado+is+only+a+matter+of+time&rft.au=Peggy+Catlin+Deputy+Executive+Director+Colorado+Department+of+Transportation+Acting+Director+Colorado+Tolling+Enterprise&rft.aulast=Peggy+Catlin+Deputy+Executive+Director+Colorado+Department+of+Transportation+Acting+Director+Colorado+Tolling+Enterprise&rft.aufirst=&rft.date=2003-02-01&rft.volume=6&rft.issue=2&rft.spage=14&rft.isbn=&rft.btitle=&rft.title=Colorado+Construction&rft.issn=15469964&rft_id=info:doi/ LA - English DB - ProQuest Central N1 - Copyright - Copyright 2003 The McGraw-Hill Companies, Inc. N1 - Last updated - 2014-05-07 ER - TY - JOUR T1 - A Lightweight Flowable Fill Using Granulated Rubber Tires AN - 14669628; 10647562 AB - Flowable fills, composed of controlled low-strength materials, are used as earthworks materials in transportation construction. The heavy weight of sand, in conjunction with compacted soil, can increase stress, affecting the settlement of the bearing layer under the fill. Settlement can be improved by reducing the weight of the flowable fill, which can be achieved using crumb rubber. Although more expensive than sand, crumb rubber costs are comparable with other fill materials. The fluid and hardened state properties of nine mixes were examined. Water-to-cement ratios and crumb rubber contents were varied. The results support the use of crumb rubber as flowable fill in numerous applications. JF - Journal of Solid Waste Technology and Management AU - Pierce, Charles E AU - Blackwell, MCatherine AF (Federal Highway Administration Y1 - 2003/02// PY - 2003 DA - Feb 2003 SP - 31 PB - Widener University, 1 University Pl Chester PA 19013-5792 VL - 29 IS - 1 SN - 1088-1697, 1088-1697 KW - Environment Abstracts KW - ENGINEERING, STRUCTURAL KW - ENGINEERING, CIVIL KW - RECYCLING KW - RECYCLED RUBBER KW - ENA 07:General UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/14669628?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Aenvabstractsmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Journal+of+Solid+Waste+Technology+and+Management&rft.atitle=A+Lightweight+Flowable+Fill+Using+Granulated+Rubber+Tires&rft.au=Pierce%2C+Charles+E%3BBlackwell%2C+MCatherine+AF+%28Federal+Highway+Administration&rft.aulast=Pierce&rft.aufirst=Charles&rft.date=2003-02-01&rft.volume=29&rft.issue=1&rft.spage=31&rft.isbn=&rft.btitle=&rft.title=Journal+of+Solid+Waste+Technology+and+Management&rft.issn=10881697&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-08-01 N1 - Document feature - |n 6 |t graphs N1 - Last updated - 2011-12-15 N1 - SubjectsTermNotLitGenreText - ENGINEERING, STRUCTURAL; RECYCLING; ENGINEERING, CIVIL; RECYCLED RUBBER ER - TY - RPRT T1 - INTERSTATE 15 CORRIDOR, MONTANA CITY TO LINCOLN ROAD, JEFFERSON AND LEWIS AND CLARK COUNTIES, MONTANA. AN - 36411603; 9941 AB - PURPOSE: The improvement of 12 miles of Interstate 15 (I-15) between Montana City and Lincoln Road in Jefferson and Lewis and Clark counties, Montana is proposed. Increases in population and changes in land use patterns in the Helena Valley have resulted in increased traffic volumes on I-15, on the on- and off-ramps and interchanges serving I-15, and on east-west roadways crossing over or under the interstate. The increase traffic levels have decreased the operating efficiency of the interstate highway and the interchanges and associated roadways. In addition, the accident rate along the study corridor is 31 percent higher than average crash rates along the I-15 corridor. I-15 has also become a barrier to east-west travel. Three alternatives, including a No Action Alternative, are considered in this draft EIS. Action Alternative 1 would provide for a composite of transportation improvements, including a new South Helena interchange and a new northern interchange at Custer Avenue. The alternative would be enhanced by interchange improvements at Capitol, Lincoln Road, and Montana City; provision of a connection between Montana City and Colonial Drive via construction of a frontage road; widening of Cedar Street to five lanes from I-15 to North Montana Avenue; and creation of a Broadway underpass for pedestrian and bicycle use. Action Alternative 2 would largely be similar to Alternative 1. POSITIVE IMPACTS: The proposed improvements would accommodate anticipated traffic volumes safely and efficiently, facilitating the movement of east-west traffic crossing the interstate. NEGATIVE IMPACTS: Rights-of-way requirements for alternatives 1 and 2 would result in the displacement of 45 to 84 acres of important farmland. Vehicle miles traveled within the corridor would increase by 13 to 15.5 percent. From 2.2 to 2.5 acres of wetlands would be affected. Traffic-generated noise levels would exceed federal standards at eight to 16 receptors. Impervious surface within the corridor would increase by 45 acres. Alternative 2 would encroach on 0.25 acre of a 100-year floodplain. Construction activities could encounter seven or eight hazardous waste sites. Placement of new bridge piers within the boundaries of a historic railway project would be required. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 030063, 513 pages and maps, January 28, 2003 PY - 2003 KW - Roads and Railroads KW - Agency number: FHWA-MT-EIS-03-01-D KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Land Use KW - Noise Standards Violations KW - Roads KW - Safety KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Transportation KW - Visual Resources KW - Wetlands KW - Montana KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36411603?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-01-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+15+CORRIDOR%2C+MONTANA+CITY+TO+LINCOLN+ROAD%2C+JEFFERSON+AND+LEWIS+AND+CLARK+COUNTIES%2C+MONTANA.&rft.title=INTERSTATE+15+CORRIDOR%2C+MONTANA+CITY+TO+LINCOLN+ROAD%2C+JEFFERSON+AND+LEWIS+AND+CLARK+COUNTIES%2C+MONTANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Helena, Montana; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: January 28, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CHICAGO - ST, LOUIS HIGH-SPEED RAIL PROJECT FROM CHICAGO TO ST. LOUIS IN COOK, WILL, KANKAKEE, GRUNDY, MCLEAN, LOGAN, MACOUPIN, MADISON, MCLEAN, ST. CLAIR, SANGAMON, AND WILL COUNTIES, ILLINOIS, AND ST. LOUIS COUNTY, MISSOURI. AN - 36443189; 9915 AB - PURPOSE: The construction and operation of a high-speed rail service (HSR) within the 280-mile Chicago-St. Louis corridor in Illinois and Missouri are proposed. The project would affect Cook, Will, Kankakee, Grundy, Livingston, McLean, Logan, Sangamon, Macoupin, Jersey, Madison and St. Clair counties in Illinois and St. Louis County in Missouri. HSR service would include three round trips per day, allowing for maximum operating speeds 110 within most of the corridor and 125 miles per hour between Lincoln and Springfield. Existing track would be utilized for the proposed action throughout most of the corridor. Several alignment alternatives and a No-Build Alternative were considered in this draft EIS. Between Chicago and Dwight, three alternative alignments were evaluated, as follows: 1) use of the existing Amtrak route through Joilet; 2) use of the Illinois Central/Union Pacific (IC/UP) mainline between Chicago and Kankakee and the Norfolk Southern (formerly Conrail) between Kankakee and Dwight; and 3) use of the Metra Rock Island District between Chicago and Joilet and the Union Pacific between Joliet and Dwight. However, funding constraints and other uncertainties resulted in the selection of no alignment through this area; the current Amtrak route would be used. Through this area, maximum operating speeds would not exceed the existing maximum speed of 79 miles per your, no physical improvements would be implemented, and no additional trains would be operated. The proposed service would consist of three round trips per day with a maximum operating speed of 79 mph north of Dwight and 110 mph south of Dwight. South of Dwight, the only alignment evaluated would match the existing Amtrak route between Dwight and Granite City. South of Granite City and into St. Louis, the HSR service would operate on existing track, but on a different route than the one currently used by Amtrak. Potential limited skip-stop service could also be provided at most of the other Amtrak stations in the project area. In addition to potentially adding new stations, provision of HSR service would require construction of additional mileage of double track and freight siding, grade-separated highway-railroad grade crossings, and service roads. Estimated cost of the various alternative alignments range from $286 million to $300 million. POSITIVE IMPACTS: The HSR would provide a more balanced use of the passenger transportation network in the corridor. Annual construction employment would provide jobs for 1,780 to 3,240 employees. Employment requirements associated with HSR operation would provide jobs for more than 800 workers. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 121 acres of land, including 79 acres of prime farmland, as well as the displacement of 11 residences, one commercial property, one church, and other structure, The project would displace 15 acres of wetlands, though this impact would be mitigated by the creation of 62 acres of wetland. Upland vegetation would be reduced by 234 acres. The project would traverse six floodplains and five waste sites that could contain hazardous waste. Construction activities could affect water quality in 56 streams and small tributaries. The corridor would be characterized by numerous highway-railroad at-grade crossings and railroad-railroad at-grade crossings. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency 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). PRIOR REFERENCES: For the abstract of the draft EIS, see 00-0414D, Volume 24, Number 4. JF - EPA number: 030037, 441 pages, January 23, 2003 PY - 2003 KW - Roads and Railroads KW - Agency number: FHWA-IL-EIS-99-01-F KW - Employment KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Socioeconomic Assessments KW - Streams KW - Transportation KW - Vegetation KW - Water Quality KW - Wetlands KW - Illinois KW - Missouri KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, 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/36443189?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-01-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CHICAGO+-+ST%2C+LOUIS+HIGH-SPEED+RAIL+PROJECT+FROM+CHICAGO+TO+ST.+LOUIS+IN+COOK%2C+WILL%2C+KANKAKEE%2C+GRUNDY%2C+MCLEAN%2C+LOGAN%2C+MACOUPIN%2C+MADISON%2C+MCLEAN%2C+ST.+CLAIR%2C+SANGAMON%2C+AND+WILL+COUNTIES%2C+ILLINOIS%2C+AND+ST.+LOUIS+COUNTY%2C+MISSOURI.&rft.title=CHICAGO+-+ST%2C+LOUIS+HIGH-SPEED+RAIL+PROJECT+FROM+CHICAGO+TO+ST.+LOUIS+IN+COOK%2C+WILL%2C+KANKAKEE%2C+GRUNDY%2C+MCLEAN%2C+LOGAN%2C+MACOUPIN%2C+MADISON%2C+MCLEAN%2C+ST.+CLAIR%2C+SANGAMON%2C+AND+WILL+COUNTIES%2C+ILLINOIS%2C+AND+ST.+LOUIS+COUNTY%2C+MISSOURI.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Springfield, Illinois; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: January 23, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SR 509 EXTENSION/SOUTH ACCESS ROAD CORRIDOR STUDY, KING COUNTY, WASHINGTON. [Part 2 of 2] T2 - SR 509 EXTENSION/SOUTH ACCESS ROAD CORRIDOR STUDY, KING COUNTY, WASHINGTON. AN - 36345518; 9916-030038_0002 AB - PURPOSE: The extension of State Route 509 (SR 509) from its current terminus at 188th Street and 12th Place South southeasterly to a connection with Interstate 5 (I-5), and improvements to southern access to and from Seattle-Tacoma International Airport (Sea-Tac Airport) by constructing a new South Access Road, located in King County, Washington, are proposed. Four alternatives, including a No Action Alternative (Alternative A), are considered in this final. The ultimate design of the limited-access SR 509 extension would include two general-purpose travel lanes and a center high-occupancy-vehicle (HOV) lane in each direction. The right-of-way width would vary, but would generally not be less than 200 feet. The ultimate design of the limited-access South Access Road would be two general-purpose travel lanes in each direction. The right-of-way width would vary, but would generally not be less than 120 feet. In each case, the actual roadway would be located within an identified corridor. Related transportation system actions planned or under way in or near the project corridor would include the addition of a runway and construction of support facilities at Sea-Tac Airport; the development of a business park in the City of Des Moines; and the construction of a federal detention center in Seattle. The preferred alternative (Alternative C2) would begin at the existing SR 509 terminus at South 188th Street/12th Place South and intersect with I-5 in the vicinity of South 212th Street. Alternative C2 would cross to the east on the north side of Des Moines Creek Park. The alignment would be elevated as it crossed the northeast corner of Des Moines Creek Park. The South Access Road interchange with SR 509 would be in the vicinity of South 208th Street and 24th Avenue South. The length of the facility, including the South Access Road, would be approximately 3.2 miles. The South Airport Link, the last 1,000 feet of roadway connecting the South Access Road to the existing airport, has three design options. Construction expenditures for the preferred alternative are estimated at $690 million to $710 million. POSITIVE IMPACTS: Lower levels of traffic congestion, reduced travel times, and improved average travel speeds would result from the proposed action. Fuel consumption in the area would decrease relative to the No Action alternative. Reduced congestion and grade-separated facilities would improve overall traffic safety. NEGATIVE IMPACTS: Rights-of-way requirements, involving acquisition of 94 to 100 acres of new rights-of-way, would result in displacement of up 16 to 20 businesses, 71 to 79 single-family units, 175 to 187 multifamily units, four mobile homes, 0.2 acres of wetlands, 13.9 acres of wetland buffer, and three acres of Des Moines Creek Park. New wetland and creek crossings would be required. Community cohesion would be affected in three neighborhoods. Traffic-generated noise levels would violate federal standards in the vicinity of approximately 2,578 sensitive receptors; noise barriers would be provided as appropriate and feasible. The project would result in 3.2 million cubic yards of cut material and require 1.2 million cubic yards of fill. Creation of 113 acres of new impervious surface would result in significantly higher stormwater runoff. Significant visual impacts would occur in some areas. Five buildings potentially eligible for inclusion in the National Register of Historic Places would be displaced. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform 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 revision of the draft EIS, see 95-0580D, Volume 19, Number 6 and 02-0194R, Volume 26, Number 2. JF - EPA number: 030038, Volume 1--721 pages and maps, Volume 2--678 pages and maps, January 23, 2003 PY - 2003 VL - 2 KW - Roads and Railroads KW - Airports KW - Air Quality Assessments KW - Creeks KW - Erosion KW - Highways KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Parks KW - Relocations-Property Acquisition KW - Safety KW - Section 106 Statements KW - Section 4(f) Statements KW - Transportation KW - Water Quality KW - Wetlands KW - Wildlife Habitat KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance KW - Department of Transportation Act of 1966, Parks KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36345518?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-01-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SR+509+EXTENSION%2FSOUTH+ACCESS+ROAD+CORRIDOR+STUDY%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=SR+509+EXTENSION%2FSOUTH+ACCESS+ROAD+CORRIDOR+STUDY%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: January 23, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CHICAGO - ST, LOUIS HIGH-SPEED RAIL PROJECT FROM CHICAGO TO ST. LOUIS IN COOK, WILL, KANKAKEE, GRUNDY, MCLEAN, LOGAN, MACOUPIN, MADISON, MCLEAN, ST. CLAIR, SANGAMON, AND WILL COUNTIES, ILLINOIS, AND ST. LOUIS COUNTY, MISSOURI. [Part 1 of 1] T2 - CHICAGO - ST, LOUIS HIGH-SPEED RAIL PROJECT FROM CHICAGO TO ST. LOUIS IN COOK, WILL, KANKAKEE, GRUNDY, MCLEAN, LOGAN, MACOUPIN, MADISON, MCLEAN, ST. CLAIR, SANGAMON, AND WILL COUNTIES, ILLINOIS, AND ST. LOUIS COUNTY, MISSOURI. AN - 36344168; 9915-030037_0001 AB - PURPOSE: The construction and operation of a high-speed rail service (HSR) within the 280-mile Chicago-St. Louis corridor in Illinois and Missouri are proposed. The project would affect Cook, Will, Kankakee, Grundy, Livingston, McLean, Logan, Sangamon, Macoupin, Jersey, Madison and St. Clair counties in Illinois and St. Louis County in Missouri. HSR service would include three round trips per day, allowing for maximum operating speeds 110 within most of the corridor and 125 miles per hour between Lincoln and Springfield. Existing track would be utilized for the proposed action throughout most of the corridor. Several alignment alternatives and a No-Build Alternative were considered in this draft EIS. Between Chicago and Dwight, three alternative alignments were evaluated, as follows: 1) use of the existing Amtrak route through Joilet; 2) use of the Illinois Central/Union Pacific (IC/UP) mainline between Chicago and Kankakee and the Norfolk Southern (formerly Conrail) between Kankakee and Dwight; and 3) use of the Metra Rock Island District between Chicago and Joilet and the Union Pacific between Joliet and Dwight. However, funding constraints and other uncertainties resulted in the selection of no alignment through this area; the current Amtrak route would be used. Through this area, maximum operating speeds would not exceed the existing maximum speed of 79 miles per your, no physical improvements would be implemented, and no additional trains would be operated. The proposed service would consist of three round trips per day with a maximum operating speed of 79 mph north of Dwight and 110 mph south of Dwight. South of Dwight, the only alignment evaluated would match the existing Amtrak route between Dwight and Granite City. South of Granite City and into St. Louis, the HSR service would operate on existing track, but on a different route than the one currently used by Amtrak. Potential limited skip-stop service could also be provided at most of the other Amtrak stations in the project area. In addition to potentially adding new stations, provision of HSR service would require construction of additional mileage of double track and freight siding, grade-separated highway-railroad grade crossings, and service roads. Estimated cost of the various alternative alignments range from $286 million to $300 million. POSITIVE IMPACTS: The HSR would provide a more balanced use of the passenger transportation network in the corridor. Annual construction employment would provide jobs for 1,780 to 3,240 employees. Employment requirements associated with HSR operation would provide jobs for more than 800 workers. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 121 acres of land, including 79 acres of prime farmland, as well as the displacement of 11 residences, one commercial property, one church, and other structure, The project would displace 15 acres of wetlands, though this impact would be mitigated by the creation of 62 acres of wetland. Upland vegetation would be reduced by 234 acres. The project would traverse six floodplains and five waste sites that could contain hazardous waste. Construction activities could affect water quality in 56 streams and small tributaries. The corridor would be characterized by numerous highway-railroad at-grade crossings and railroad-railroad at-grade crossings. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency 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). PRIOR REFERENCES: For the abstract of the draft EIS, see 00-0414D, Volume 24, Number 4. JF - EPA number: 030037, 441 pages, January 23, 2003 PY - 2003 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-IL-EIS-99-01-F KW - Employment KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Socioeconomic Assessments KW - Streams KW - Transportation KW - Vegetation KW - Water Quality KW - Wetlands KW - Illinois KW - Missouri KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, 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/36344168?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-01-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CHICAGO+-+ST%2C+LOUIS+HIGH-SPEED+RAIL+PROJECT+FROM+CHICAGO+TO+ST.+LOUIS+IN+COOK%2C+WILL%2C+KANKAKEE%2C+GRUNDY%2C+MCLEAN%2C+LOGAN%2C+MACOUPIN%2C+MADISON%2C+MCLEAN%2C+ST.+CLAIR%2C+SANGAMON%2C+AND+WILL+COUNTIES%2C+ILLINOIS%2C+AND+ST.+LOUIS+COUNTY%2C+MISSOURI.&rft.title=CHICAGO+-+ST%2C+LOUIS+HIGH-SPEED+RAIL+PROJECT+FROM+CHICAGO+TO+ST.+LOUIS+IN+COOK%2C+WILL%2C+KANKAKEE%2C+GRUNDY%2C+MCLEAN%2C+LOGAN%2C+MACOUPIN%2C+MADISON%2C+MCLEAN%2C+ST.+CLAIR%2C+SANGAMON%2C+AND+WILL+COUNTIES%2C+ILLINOIS%2C+AND+ST.+LOUIS+COUNTY%2C+MISSOURI.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Springfield, Illinois; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: January 23, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SR 509 EXTENSION/SOUTH ACCESS ROAD CORRIDOR STUDY, KING COUNTY, WASHINGTON. [Part 1 of 2] T2 - SR 509 EXTENSION/SOUTH ACCESS ROAD CORRIDOR STUDY, KING COUNTY, WASHINGTON. AN - 36342468; 9916-030038_0001 AB - PURPOSE: The extension of State Route 509 (SR 509) from its current terminus at 188th Street and 12th Place South southeasterly to a connection with Interstate 5 (I-5), and improvements to southern access to and from Seattle-Tacoma International Airport (Sea-Tac Airport) by constructing a new South Access Road, located in King County, Washington, are proposed. Four alternatives, including a No Action Alternative (Alternative A), are considered in this final. The ultimate design of the limited-access SR 509 extension would include two general-purpose travel lanes and a center high-occupancy-vehicle (HOV) lane in each direction. The right-of-way width would vary, but would generally not be less than 200 feet. The ultimate design of the limited-access South Access Road would be two general-purpose travel lanes in each direction. The right-of-way width would vary, but would generally not be less than 120 feet. In each case, the actual roadway would be located within an identified corridor. Related transportation system actions planned or under way in or near the project corridor would include the addition of a runway and construction of support facilities at Sea-Tac Airport; the development of a business park in the City of Des Moines; and the construction of a federal detention center in Seattle. The preferred alternative (Alternative C2) would begin at the existing SR 509 terminus at South 188th Street/12th Place South and intersect with I-5 in the vicinity of South 212th Street. Alternative C2 would cross to the east on the north side of Des Moines Creek Park. The alignment would be elevated as it crossed the northeast corner of Des Moines Creek Park. The South Access Road interchange with SR 509 would be in the vicinity of South 208th Street and 24th Avenue South. The length of the facility, including the South Access Road, would be approximately 3.2 miles. The South Airport Link, the last 1,000 feet of roadway connecting the South Access Road to the existing airport, has three design options. Construction expenditures for the preferred alternative are estimated at $690 million to $710 million. POSITIVE IMPACTS: Lower levels of traffic congestion, reduced travel times, and improved average travel speeds would result from the proposed action. Fuel consumption in the area would decrease relative to the No Action alternative. Reduced congestion and grade-separated facilities would improve overall traffic safety. NEGATIVE IMPACTS: Rights-of-way requirements, involving acquisition of 94 to 100 acres of new rights-of-way, would result in displacement of up 16 to 20 businesses, 71 to 79 single-family units, 175 to 187 multifamily units, four mobile homes, 0.2 acres of wetlands, 13.9 acres of wetland buffer, and three acres of Des Moines Creek Park. New wetland and creek crossings would be required. Community cohesion would be affected in three neighborhoods. Traffic-generated noise levels would violate federal standards in the vicinity of approximately 2,578 sensitive receptors; noise barriers would be provided as appropriate and feasible. The project would result in 3.2 million cubic yards of cut material and require 1.2 million cubic yards of fill. Creation of 113 acres of new impervious surface would result in significantly higher stormwater runoff. Significant visual impacts would occur in some areas. Five buildings potentially eligible for inclusion in the National Register of Historic Places would be displaced. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform 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 revision of the draft EIS, see 95-0580D, Volume 19, Number 6 and 02-0194R, Volume 26, Number 2. JF - EPA number: 030038, Volume 1--721 pages and maps, Volume 2--678 pages and maps, January 23, 2003 PY - 2003 VL - 1 KW - Roads and Railroads KW - Airports KW - Air Quality Assessments KW - Creeks KW - Erosion KW - Highways KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Parks KW - Relocations-Property Acquisition KW - Safety KW - Section 106 Statements KW - Section 4(f) Statements KW - Transportation KW - Water Quality KW - Wetlands KW - Wildlife Habitat KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance KW - Department of Transportation Act of 1966, Parks KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36342468?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Journal+of+Autism+and+Developmental+Disorders&rft.atitle=Parent-reported+developmental+regression+in+autism%3A+Epilepsy%2C+iq%2C+schizophrenia+spectrum+symptoms%2C+and+special+education&rft.au=Gadow%2C+Kenneth+D.%3BPerlman%2C+Greg%3BWeber%2C+Rebecca+J.&rft.aulast=Gadow&rft.aufirst=Kenneth&rft.date=2017-01-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=Journal+of+Autism+and+Developmental+Disorders&rft.issn=01623257&rft_id=info:doi/10.1007%2Fs10803-016-3004-1 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: January 23, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US 202 SECTION ES1 IMPROVEMENTS PROJECT, DELAWARE AND CHESTER COUNTIES, PENNSYLVANIA. [Part 1 of 1] T2 - US 202 SECTION ES1 IMPROVEMENTS PROJECT, DELAWARE AND CHESTER COUNTIES, PENNSYLVANIA. AN - 36351714; 10583-040028_0001 AB - PURPOSE: The implementation of improvements along US 202 in Delaware and Chester counties, Pennsylvania is proposed. The study corridor traverses the Bethel, Concord, Thornbury, and Chadds townships in Delaware County and the Thronbury, Birmingham, Westtown, and West Goshen townships in Chester County. US 202 extends from Wilmington, Delaware northward to Bangor, Maine. In Pennsylvania, the 58-mile US 202 corridor forms a circumferential route around Philadelphia traveling through developed suburban areas from the Delaware state line to the New Jersey state line. US 202 connects numerous growth centers, including King of Prussia, Montgomery County, and the greater Wilmington, Delaware area as well as three of the region's five county seats. The entire US 202 corridor has experienced rapid development and subsequent traffic congestion, travel delays, and reduced mobility. The study section for this EIS extends 7.5 miles from the Delaware state line to Matlack Street near West Chester in Chester County. The existing four-lane highway is characterized by various adjacent land uses, and the highway serves as a suburban "Main Street" for residents and workers in the corridor. The proposed project would widen US 202 to six lanes throughout the corridor. Grade-separated interchanges would be provided at the US. 1, Pennsylvania 926, and Matlack Street intersections. Left-turn movements throughout the corridor would be accommodated by jughandles. In addition to the No-Build Alternative, this draft EIS considers three alignment alternatives. POSITIVE IMPACTS: Proposed improvements to US 202 would relieve congestion and improve the regional transportation network and capacity by increasing capacity and safety within the corridor. Reduction of existing congestion, which significantly impedes traffic movements, would enhance movement of residents and workers in the area, generally improving the environment and enhancing the local and regional economies. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 40 to 42 residential structures and 59 to 62 commercial and office buildings housing 69 to 78 business units. Natural resources to be affected would include 38.6 to 41.5 acres, 6.07 to 6.51 acres, and 89.3 to 92.3 acres, 1.6 acres of agricultural security area, 2.4 to 3.5 acres of productive agricultural land. Two individual farm properties would be affected. The highway would traverse 27 to 32 streams. The project would affect 40 to 49.3 acres at the Brandywine Battlefield and up to 0.38 acre at 1704 Brinton House, both of which are historically significant sites, and several other historic sites and districts would be affected indirectly. Archaeological resources at four sites would be disturbed or removed. 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: 040028, 791 pages, January 21, 2003 PY - 2003 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-PA-EIS-03-03-D KW - Archaeological Sites KW - Bridges KW - Farmlands KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Traffic Analyses KW - Transportation KW - Pennsylvania KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Districts KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36351714?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Journal+of+Autism+and+Developmental+Disorders&rft.atitle=Parent-reported+developmental+regression+in+autism%3A+Epilepsy%2C+iq%2C+schizophrenia+spectrum+symptoms%2C+and+special+education&rft.au=Gadow%2C+Kenneth+D.%3BPerlman%2C+Greg%3BWeber%2C+Rebecca+J.&rft.aulast=Gadow&rft.aufirst=Kenneth&rft.date=2017-01-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=Journal+of+Autism+and+Developmental+Disorders&rft.issn=01623257&rft_id=info:doi/10.1007%2Fs10803-016-3004-1 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: January 21, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US 202 SECTION ES1 IMPROVEMENTS PROJECT, DELAWARE AND CHESTER COUNTIES, PENNSYLVANIA. AN - 16368887; 10583 AB - PURPOSE: The implementation of improvements along US 202 in Delaware and Chester counties, Pennsylvania is proposed. The study corridor traverses the Bethel, Concord, Thornbury, and Chadds townships in Delaware County and the Thronbury, Birmingham, Westtown, and West Goshen townships in Chester County. US 202 extends from Wilmington, Delaware northward to Bangor, Maine. In Pennsylvania, the 58-mile US 202 corridor forms a circumferential route around Philadelphia traveling through developed suburban areas from the Delaware state line to the New Jersey state line. US 202 connects numerous growth centers, including King of Prussia, Montgomery County, and the greater Wilmington, Delaware area as well as three of the region's five county seats. The entire US 202 corridor has experienced rapid development and subsequent traffic congestion, travel delays, and reduced mobility. The study section for this EIS extends 7.5 miles from the Delaware state line to Matlack Street near West Chester in Chester County. The existing four-lane highway is characterized by various adjacent land uses, and the highway serves as a suburban "Main Street" for residents and workers in the corridor. The proposed project would widen US 202 to six lanes throughout the corridor. Grade-separated interchanges would be provided at the US. 1, Pennsylvania 926, and Matlack Street intersections. Left-turn movements throughout the corridor would be accommodated by jughandles. In addition to the No-Build Alternative, this draft EIS considers three alignment alternatives. POSITIVE IMPACTS: Proposed improvements to US 202 would relieve congestion and improve the regional transportation network and capacity by increasing capacity and safety within the corridor. Reduction of existing congestion, which significantly impedes traffic movements, would enhance movement of residents and workers in the area, generally improving the environment and enhancing the local and regional economies. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 40 to 42 residential structures and 59 to 62 commercial and office buildings housing 69 to 78 business units. Natural resources to be affected would include 38.6 to 41.5 acres, 6.07 to 6.51 acres, and 89.3 to 92.3 acres, 1.6 acres of agricultural security area, 2.4 to 3.5 acres of productive agricultural land. Two individual farm properties would be affected. The highway would traverse 27 to 32 streams. The project would affect 40 to 49.3 acres at the Brandywine Battlefield and up to 0.38 acre at 1704 Brinton House, both of which are historically significant sites, and several other historic sites and districts would be affected indirectly. Archaeological resources at four sites would be disturbed or removed. 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: 040028, 791 pages, January 21, 2003 PY - 2003 KW - Roads and Railroads KW - Agency number: FHWA-PA-EIS-03-03-D KW - Archaeological Sites KW - Bridges KW - Farmlands KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Traffic Analyses KW - Transportation KW - Pennsylvania KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Districts KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16368887?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-01-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+202+SECTION+ES1+IMPROVEMENTS+PROJECT%2C+DELAWARE+AND+CHESTER+COUNTIES%2C+PENNSYLVANIA.&rft.title=US+202+SECTION+ES1+IMPROVEMENTS+PROJECT%2C+DELAWARE+AND+CHESTER+COUNTIES%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Harrisburg, Pennsylvania; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: January 21, 2003 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - TAMPA RAIL PROJECT, CITY OF TAMPA, COMMUNITY OF HILLSBOROUGH, FLORIDA. AN - 36435725; 9906 AB - PURPOSE: The construction and operation of a regional rail transit system in Tampa and Hillsborough County, Florida is proposed. The August 2001 draft EIS considered a No-Build Alternative, a transportation system management (TSM) alternative, and four rail build alternatives. A locally preferred alternative (LPA) has since been identified. This final EIS considers the No-Build Alternative, the TSM Alternative, and the LPA. The LPA would provide for a 20-mile light rail system powered electrically via an overhead catenary, supported by bus and streetcar improvements. The system would connect downtown Tampa to the University of South Florida and adjacent hospitals to the north. >From downtown to the south and west, the system would extend to the SoHo District and the Westshore business district, respectively, with future connections from Westshore to Tampa International Airport. The system would also include a spur track on Franklin Street between Polk Street and Kennedy Boulevard in downtown Tampa. Most of the northeast and southwest corridors would lie within existing CSX rights-of-way. The system would be served by 16 stations in the northeast corridor, three stations in the southwest corridor, and seven stations in the west corridor. A maintenance facility would be situated on a 30-acre site near the northern end of the northeast corridor in the vicinity of Fowler Avenue and McKinley Drive. For the most part, the rail system would be at grade, though it would cross the Hillsborough River at two locations and an elevated structure would bridge the CSX rail tracks east of Ybor City. Additional grade separation structures would provide elevated crossings of major arterials. Capital cost of the LPA is estimated at $1.38 billion. Annual operating and maintenance costs are estimated at $96.2 million. POSITIVE IMPACTS: The rail system would ease public transportation in the city and surrounding areas significantly, supporting expected population growth and boosting employment growth. Traffic congestion on routes supplemented by the system would decline significantly. The availability of rail transport would significantly reduce the level of emissions of carbon monoxide, nitrogen oxides, and volatile organic compounds and result in transportation energy savings. NEGATIVE IMPACTS: The LPA would displace 56 residential and 50 commercial units. Neighborhood cohesion would be affected, including cohesion within minority and low-income neighborhoods. Rail structures would affect visual aesthetics in some areas. Over 1,200 residential receptor sites would be exposed to noise in excess of federal standards prior to implementation of mitigation measures; after mitigation, only one 16-unit apartment building would be exposed to excessive noise levels. Vibration impacts would affect 53 sites prior to implementation of mitigation measures; following mitigation only one sites, an apartment building, would be impacted due to vibration. The project would impact 1.16 acres of wetland and eight acres of floodplain construction activities would encounter 36 hazardous waste sites, LEGAL MANDATES: Federal Transit Law (49 U.S.C. 303), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 01-0451D, Volume 25, Number 4. JF - EPA number: 030028, Volume 1--645 pages, Volume 2--831 pages, Map Supplement--293 pages, January 16, 2003 PY - 2003 KW - Roads and Railroads KW - Air Quality KW - Air Quality Assessments KW - Bridges KW - Electric Power KW - Floodplains KW - Hazardous Wastes KW - Minorities KW - Nitrogen Oxides KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Visual Resources KW - Volatile Organic Compounds KW - Water Quality Assessments KW - Wetlands KW - Florida KW - Federal Transit Law, 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/36435725?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-01-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TAMPA+RAIL+PROJECT%2C+CITY+OF+TAMPA%2C+COMMUNITY+OF+HILLSBOROUGH%2C+FLORIDA.&rft.title=TAMPA+RAIL+PROJECT%2C+CITY+OF+TAMPA%2C+COMMUNITY+OF+HILLSBOROUGH%2C+FLORIDA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Atlanta, Georgia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: January 16, 2003 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - TAMPA RAIL PROJECT, CITY OF TAMPA, COMMUNITY OF HILLSBOROUGH, FLORIDA. [Part 1 of 2] T2 - TAMPA RAIL PROJECT, CITY OF TAMPA, COMMUNITY OF HILLSBOROUGH, FLORIDA. AN - 36341611; 9906-030028_0001 AB - PURPOSE: The construction and operation of a regional rail transit system in Tampa and Hillsborough County, Florida is proposed. The August 2001 draft EIS considered a No-Build Alternative, a transportation system management (TSM) alternative, and four rail build alternatives. A locally preferred alternative (LPA) has since been identified. This final EIS considers the No-Build Alternative, the TSM Alternative, and the LPA. The LPA would provide for a 20-mile light rail system powered electrically via an overhead catenary, supported by bus and streetcar improvements. The system would connect downtown Tampa to the University of South Florida and adjacent hospitals to the north. >From downtown to the south and west, the system would extend to the SoHo District and the Westshore business district, respectively, with future connections from Westshore to Tampa International Airport. The system would also include a spur track on Franklin Street between Polk Street and Kennedy Boulevard in downtown Tampa. Most of the northeast and southwest corridors would lie within existing CSX rights-of-way. The system would be served by 16 stations in the northeast corridor, three stations in the southwest corridor, and seven stations in the west corridor. A maintenance facility would be situated on a 30-acre site near the northern end of the northeast corridor in the vicinity of Fowler Avenue and McKinley Drive. For the most part, the rail system would be at grade, though it would cross the Hillsborough River at two locations and an elevated structure would bridge the CSX rail tracks east of Ybor City. Additional grade separation structures would provide elevated crossings of major arterials. Capital cost of the LPA is estimated at $1.38 billion. Annual operating and maintenance costs are estimated at $96.2 million. POSITIVE IMPACTS: The rail system would ease public transportation in the city and surrounding areas significantly, supporting expected population growth and boosting employment growth. Traffic congestion on routes supplemented by the system would decline significantly. The availability of rail transport would significantly reduce the level of emissions of carbon monoxide, nitrogen oxides, and volatile organic compounds and result in transportation energy savings. NEGATIVE IMPACTS: The LPA would displace 56 residential and 50 commercial units. Neighborhood cohesion would be affected, including cohesion within minority and low-income neighborhoods. Rail structures would affect visual aesthetics in some areas. Over 1,200 residential receptor sites would be exposed to noise in excess of federal standards prior to implementation of mitigation measures; after mitigation, only one 16-unit apartment building would be exposed to excessive noise levels. Vibration impacts would affect 53 sites prior to implementation of mitigation measures; following mitigation only one sites, an apartment building, would be impacted due to vibration. The project would impact 1.16 acres of wetland and eight acres of floodplain construction activities would encounter 36 hazardous waste sites, LEGAL MANDATES: Federal Transit Law (49 U.S.C. 303), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 01-0451D, Volume 25, Number 4. JF - EPA number: 030028, Volume 1--645 pages, Volume 2--831 pages, Map Supplement--293 pages, January 16, 2003 PY - 2003 VL - 1 KW - Roads and Railroads KW - Air Quality KW - Air Quality Assessments KW - Bridges KW - Electric Power KW - Floodplains KW - Hazardous Wastes KW - Minorities KW - Nitrogen Oxides KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Visual Resources KW - Volatile Organic Compounds KW - Water Quality Assessments KW - Wetlands KW - Florida KW - Federal Transit Law, 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/36341611?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-01-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TAMPA+RAIL+PROJECT%2C+CITY+OF+TAMPA%2C+COMMUNITY+OF+HILLSBOROUGH%2C+FLORIDA.&rft.title=TAMPA+RAIL+PROJECT%2C+CITY+OF+TAMPA%2C+COMMUNITY+OF+HILLSBOROUGH%2C+FLORIDA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Atlanta, Georgia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: January 16, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TAMPA RAIL PROJECT, CITY OF TAMPA, COMMUNITY OF HILLSBOROUGH, FLORIDA. [Part 2 of 2] T2 - TAMPA RAIL PROJECT, CITY OF TAMPA, COMMUNITY OF HILLSBOROUGH, FLORIDA. AN - 36341068; 9906-030028_0002 AB - PURPOSE: The construction and operation of a regional rail transit system in Tampa and Hillsborough County, Florida is proposed. The August 2001 draft EIS considered a No-Build Alternative, a transportation system management (TSM) alternative, and four rail build alternatives. A locally preferred alternative (LPA) has since been identified. This final EIS considers the No-Build Alternative, the TSM Alternative, and the LPA. The LPA would provide for a 20-mile light rail system powered electrically via an overhead catenary, supported by bus and streetcar improvements. The system would connect downtown Tampa to the University of South Florida and adjacent hospitals to the north. >From downtown to the south and west, the system would extend to the SoHo District and the Westshore business district, respectively, with future connections from Westshore to Tampa International Airport. The system would also include a spur track on Franklin Street between Polk Street and Kennedy Boulevard in downtown Tampa. Most of the northeast and southwest corridors would lie within existing CSX rights-of-way. The system would be served by 16 stations in the northeast corridor, three stations in the southwest corridor, and seven stations in the west corridor. A maintenance facility would be situated on a 30-acre site near the northern end of the northeast corridor in the vicinity of Fowler Avenue and McKinley Drive. For the most part, the rail system would be at grade, though it would cross the Hillsborough River at two locations and an elevated structure would bridge the CSX rail tracks east of Ybor City. Additional grade separation structures would provide elevated crossings of major arterials. Capital cost of the LPA is estimated at $1.38 billion. Annual operating and maintenance costs are estimated at $96.2 million. POSITIVE IMPACTS: The rail system would ease public transportation in the city and surrounding areas significantly, supporting expected population growth and boosting employment growth. Traffic congestion on routes supplemented by the system would decline significantly. The availability of rail transport would significantly reduce the level of emissions of carbon monoxide, nitrogen oxides, and volatile organic compounds and result in transportation energy savings. NEGATIVE IMPACTS: The LPA would displace 56 residential and 50 commercial units. Neighborhood cohesion would be affected, including cohesion within minority and low-income neighborhoods. Rail structures would affect visual aesthetics in some areas. Over 1,200 residential receptor sites would be exposed to noise in excess of federal standards prior to implementation of mitigation measures; after mitigation, only one 16-unit apartment building would be exposed to excessive noise levels. Vibration impacts would affect 53 sites prior to implementation of mitigation measures; following mitigation only one sites, an apartment building, would be impacted due to vibration. The project would impact 1.16 acres of wetland and eight acres of floodplain construction activities would encounter 36 hazardous waste sites, LEGAL MANDATES: Federal Transit Law (49 U.S.C. 303), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 01-0451D, Volume 25, Number 4. JF - EPA number: 030028, Volume 1--645 pages, Volume 2--831 pages, Map Supplement--293 pages, January 16, 2003 PY - 2003 VL - 2 KW - Roads and Railroads KW - Air Quality KW - Air Quality Assessments KW - Bridges KW - Electric Power KW - Floodplains KW - Hazardous Wastes KW - Minorities KW - Nitrogen Oxides KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Visual Resources KW - Volatile Organic Compounds KW - Water Quality Assessments KW - Wetlands KW - Florida KW - Federal Transit Law, 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/36341068?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-01-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TAMPA+RAIL+PROJECT%2C+CITY+OF+TAMPA%2C+COMMUNITY+OF+HILLSBOROUGH%2C+FLORIDA.&rft.title=TAMPA+RAIL+PROJECT%2C+CITY+OF+TAMPA%2C+COMMUNITY+OF+HILLSBOROUGH%2C+FLORIDA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Atlanta, Georgia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: January 16, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - IRONTON-RUSSELL BRIDGE REPLACEMENT PROJECT, IRONTON, OHIO AND RUSSELL, KENTUCKY. AN - 36401689; 9901 AB - PURPOSE: The replacement of the existing functionally obsolete and structurally deficient Ironton-Russell Bridge in Lawrence County, Ohio with Greenup County, Kentucky is proposed. The bridge, which spans the Ohio River at mile post 327.1, was built in 1922 to connect the communities of Ironton, Ohio and Russell, Kentucky. Access to the bridge is impeded by the 90-degree approaches that slow the continuous flow of traffic. Having a cantilevered truss design, the bridge's center span is supported by a typical pin-and-hanger arrangement that is non-redundant and could result in the loss of structural integrity if one or more of the pins should fail. Upkeep of the bridge has proven expensive. Five feasible alternatives and a No Action Alternative are considered in this final EIS. The preferred alternative (Option B/C-3A) would involve replacement of the existing bridge with a new bridge at a new location. The new bridge would be served by improved approaches. POSITIVE IMPACTS: Replacement of the bridge would provide a safe and efficient crossing to allow rapid access between the communities of Ironton and Russell. The project would expand crossing capacity to meet the demands of the growing communities and, thereby, improving the quality of life in the area, a top priority of the Appalachian Regional Commission and the Ohio's Governor's Office of Appalachia. NEGATIVE IMPACTS: Rights-of-way requirements for the preferred alternative would result in the displacement of eight residences and six commercial enterprise as well as parking spaces and other property from three other enterprises. Aerial crossings of two railroad lines and one business would be required. The alternative would require demolition of the existing bridge, which is eligible for inclusion on the National Register of Historic Places as a selected bridge in the Ohio Historic Bridge Inventory Evaluation and Preservation Plan. Access to certain local streets would be closed, and certain streets would be affected by higher traffic volumes LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972, as amended (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0326D, Volume 26, Number 3. JF - EPA number: 030023, 302 pages and maps, January 14, 2003 PY - 2003 KW - Roads and Railroads KW - Agency number: FHWA-Ohio-EIS-02-01-F KW - Air Quality KW - Bridges KW - Demolition KW - Cultural Resources KW - Highways KW - Highway Structures KW - Historic Sites KW - Land Use KW - Noise KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Transportation KW - Visual Resources KW - Water Resources KW - wetlands KW - Wildlife KW - Ohio KW - Department of Transportation Act of 1966, Historic Sites 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/36401689?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-01-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=IRONTON-RUSSELL+BRIDGE+REPLACEMENT+PROJECT%2C+IRONTON%2C+OHIO+AND+RUSSELL%2C+KENTUCKY.&rft.title=IRONTON-RUSSELL+BRIDGE+REPLACEMENT+PROJECT%2C+IRONTON%2C+OHIO+AND+RUSSELL%2C+KENTUCKY.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Columbus, Ohio; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: January 14, 2003 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - POTOMAC CONSOLIDATED TRACON AIRSPACE REDESIGN, BALTIMORE-WASHINGTON METROPOLITAN AREA, DISTRICT OF COLUMBIA, MARYLAND, AND VIRGINIA. [Part 1 of 1] T2 - POTOMAC CONSOLIDATED TRACON AIRSPACE REDESIGN, BALTIMORE-WASHINGTON METROPOLITAN AREA, DISTRICT OF COLUMBIA, MARYLAND, AND VIRGINIA. AN - 36353528; 9900-030022_0001 AB - PURPOSE: The redesign of the Potomac Consolidated Terminal Radar Approach Control (TRACON) airspace in the Baltimore-Washington metropolitan area, including District of Columbia and portions of Delaware, Maryland, Pennsylvania, Virginia, and West Virginia, is proposed. The airspace redesign study encompasses the area within a 75-nautical-mile radius centered on a radio navigational aid (NAVAID), Non-Directional Beacon (NDB) in Georgetown within the District of Columbia. Currently, 76 public-use airports operate within the study area. The proposed action is not dependent on development at any of the airports in the study area. Existing air traffic control inefficiencies, growth in demand for air passenger travel, and planned capability in the area present overriding reasons for the redesign of the associated airspace. Over 27.4 million passengers were enplaned at Baltimore-Washington International Airport, Reagan National Airport, and Dulles International Airport in fiscal year 2000; that number is expected to rise to 28.2 million by the year 2005. The new airspace design would involve development of new routes, altitudes, and procedures to take advantage of the newly consolidated TRACON facilities, improved aircraft performance, and emerging air traffic control technologies. This final EIS is tiered from an April 1999 EIS that evaluated a decision to consolidate the four Baltimore-Washington metropolitan area TRACONs into a new building somewhere in the area. A new site at Vint Hill in Fauquier County, Virginia was selected. A separate decision was made to consolidate the TRACON network serving the Richmond, Virginia area; however, the incorporation of the Richmond TRACON facility has no effect on the scope of the airspace redesign. Four alternatives, including a No Action Alternative, are considered in this final EIS. Under the preferred alternative (Alternative 2), the existing airspace structure of air traffic control facilities adjacent to the Potomac Consolidated TRACON airspace, and, hence, would not require interfacility coordination or approval. As a result, the existing ingress and egress transfer points at the boundary of the Potomac Consolidated TRACON airspace would remain essentially unchanged. POSITIVE IMPACTS: The redesigned airspace would take full advantage of the benefits afforded by the newly consolidated TRACON facility by increasing air traffic efficiency and enhancing safety in the Baltimore-Washington metropolitan area. Alternative 2 would change only the airspace structure within the existing TRACON boundaries. Intrafacility boundaries, and the related constraints of the existing airspace, would be removed. NEGATIVE IMPACTS: Areas affected by aircraft-related noise levels exceeding federal standards would shift according to the alternative selected such that residents of currently unaffected areas would be exposed to excessive noise levels. Although some areas with high minority and low-income populations would experience slight-to-moderate noise impacts, other areas with similar demographics would experience a slight-to-moderate reduction in noise levels. Noise levels would affect parks and recreational areas. LEGAL MANDATES: Airport and Airway Safety and Capacity Expansion Act of 1987 49 U.S.C. 47101 et seq.), Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), and Federal Aviation Act of 1958 (49 U.S.C. 40101 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0107D, Volume 26, Number 2. For the abstracts of the draft and final EISs on the TRACON consolidation, see 99-0102D, Volume 23, Number 2 and 99-0203F, Volume 23, Number 3, respectively. JF - EPA number: 030022, 571 pages and maps, CD-ROM, January 10, 2003 PY - 2003 VL - 1 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Archaeological Sites Surveys KW - Cultural Resources Surveys KW - Historic Sites Surveys KW - Impact Assessment Methodology KW - Minorities KW - Navigation KW - Navigation Aids KW - Noise Assessments KW - Parks KW - Radar KW - Recreation Resources KW - Safety KW - Transportation KW - Wildlife Surveys KW - Delaware KW - District of Columbia KW - Maryland KW - Pennsylvania KW - Virginia KW - West Virginia KW - Airport and Airway Safety and Capacity Expansion Act of 1987, Compliance KW - Department of Transportation Act of 1966, Compliance KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36353528?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-01-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=POTOMAC+CONSOLIDATED+TRACON+AIRSPACE+REDESIGN%2C+BALTIMORE-WASHINGTON+METROPOLITAN+AREA%2C+DISTRICT+OF+COLUMBIA%2C+MARYLAND%2C+AND+VIRGINIA.&rft.title=POTOMAC+CONSOLIDATED+TRACON+AIRSPACE+REDESIGN%2C+BALTIMORE-WASHINGTON+METROPOLITAN+AREA%2C+DISTRICT+OF+COLUMBIA%2C+MARYLAND%2C+AND+VIRGINIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: January 10, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NORFOLK LIGHT RAIL TRANSIT PROJECT, CITY OF NORFOLK, VIRGINIA (DRAFT SUPPLEMENT TO THE FINAL Environmental Impact Statement OF MARCH 2000). [Part 1 of 1] T2 - NORFOLK LIGHT RAIL TRANSIT PROJECT, CITY OF NORFOLK, VIRGINIA (DRAFT SUPPLEMENT TO THE FINAL Environmental Impact Statement OF MARCH 2000). AN - 36344780; 9897-030019_0001 AB - PURPOSE: The construction of an eight-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 Kempsville Road just north of Interstate 264 (I-264). This draft document supplements the final EIS of March 2000 on a proposed 18-mile LRT system that would extend from downtown Norfolk to the Virginia Beach Pavilion Convention Center. The proposal has been 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 eight-mile 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 drop-off areas at six, 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 draft supplemental EIS addresses a No-Build Alternative and a transportation system management (TSM) alternative. Estimated cost of the TSM and the preferred LRT alternatives are $31.3 million and $221.9 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. JF - EPA number: 030019, EIS--603 pages and maps, Map supplement--80 pages, January 9, 2003 PY - 2003 VL - 1 KW - Roads and Railroads KW - Air Quality KW - Archaeological Sites KW - Cost Assessments KW - Hazardous Wastes KW - Historic Districts KW - Historic Sites KW - Noise KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Transportation KW - Visual Resources 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, Archaeologic 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/36344780?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-01-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORFOLK+LIGHT+RAIL+TRANSIT+PROJECT%2C+CITY+OF+NORFOLK%2C+VIRGINIA+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+Environmental+Impact+Statement+OF+MARCH+2000%29.&rft.title=NORFOLK+LIGHT+RAIL+TRANSIT+PROJECT%2C+CITY+OF+NORFOLK%2C+VIRGINIA+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+Environmental+Impact+Statement+OF+MARCH+2000%29.&rft.issn=&rft_id=info:doi/ 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 - Draft. Preparation date: January 9, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NORFOLK LIGHT RAIL TRANSIT PROJECT, CITY OF NORFOLK, VIRGINIA (DRAFT SUPPLEMENT TO THE FINAL Environmental Impact Statement OF MARCH 2000). AN - 16358874; 9897 AB - PURPOSE: The construction of an eight-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 Kempsville Road just north of Interstate 264 (I-264). This draft document supplements the final EIS of March 2000 on a proposed 18-mile LRT system that would extend from downtown Norfolk to the Virginia Beach Pavilion Convention Center. The proposal has been 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 eight-mile 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 drop-off areas at six, 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 draft supplemental EIS addresses a No-Build Alternative and a transportation system management (TSM) alternative. Estimated cost of the TSM and the preferred LRT alternatives are $31.3 million and $221.9 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. JF - EPA number: 030019, EIS--603 pages and maps, Map supplement--80 pages, January 9, 2003 PY - 2003 KW - Roads and Railroads KW - Air Quality KW - Archaeological Sites KW - Cost Assessments KW - Hazardous Wastes KW - Historic Districts KW - Historic Sites KW - Noise KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Transportation KW - Visual Resources 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, Archaeologic 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/16358874?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-01-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORFOLK+LIGHT+RAIL+TRANSIT+PROJECT%2C+CITY+OF+NORFOLK%2C+VIRGINIA+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+Environmental+Impact+Statement+OF+MARCH+2000%29.&rft.title=NORFOLK+LIGHT+RAIL+TRANSIT+PROJECT%2C+CITY+OF+NORFOLK%2C+VIRGINIA+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+Environmental+Impact+Statement+OF+MARCH+2000%29.&rft.issn=&rft_id=info:doi/ 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 - Draft. Preparation date: January 9, 2003 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - SCHILLINGER ROAD CONNECTOR FROM LOTT ROAD (SR 217) TO US 45, MOBILE COUNTY, ALABAMA (PROJECT STPAA-7571(1)). AN - 36417614; 9887 AB - PURPOSE: The construction of a five-lane connector highway linking Interstate 65 (I-65) to the Mobile Municipal Airport and ultimately to I-10, located in southwest Alabama, is proposed. The project area, which is located northwest of the city of Mobile and includes the western part of the city of Prichard, extends the intersection of Schillinger Road and Lott Road (AL 217) to the intersection of existing Industrial Parkway (SR 158) and US 45, a distance of 5.98 miles. Under the original design, the highway would have provided two through lanes of traffic in each direction and a center lane to be used as a two-way left-turn lane. Six build alternatives and a No-Build alternative were evaluated prior to drafting of this final EIS. The preferred alternative would consist of a four-lane divided highway extending from Newborn Road to US 45 and providing access via an interchange at US 45. With completion of the planned four-laning of AL 158 from US 45 to I-65 and improvements to the I-65 interchange, which are currently underway, vehicles will be able to exit I-65 and travel SR 158, a rural high-speed roadway from I-65 to Schillinger Road. Schillinger Road would be extended as a five-lane roadway from AL 217 along Newburn Road to minimize relocation impacts. Cost of the preferred alternative is estimated at $13.8 million. POSITIVE IMPACTS: The project would reduce network travel time, relieve congestion on existing highways, improve levels of service, and provide an acceptable design speed throughout the network to maximize traveler benefit. The project would also increase opportunities for economic development in western Mobile County and improve access to the airport. NEGATIVE IMPACTS: Rights-of-way requirements under the build alternatives would displace up to 22 residences, two businesses, and just over five acres of wetlands. The project would require land from the Outlaw Property, a historic site. 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 97-0054D, Volume 21, Number 1. JF - EPA number: 030009, 333 pages, January 7, 2003 PY - 2003 KW - Roads and Railroads KW - Agency number: FHWA-AL-EIS-96-01-F KW - Airports KW - Highway Structures KW - Highways KW - Historic Sites KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Wetlands KW - Wildlife Habitat KW - Alabama KW - Mobile Municipal Airport, Alabama 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/36417614?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-01-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SCHILLINGER+ROAD+CONNECTOR+FROM+LOTT+ROAD+%28SR+217%29+TO+US+45%2C+MOBILE+COUNTY%2C+ALABAMA+%28PROJECT+STPAA-7571%281%29%29.&rft.title=SCHILLINGER+ROAD+CONNECTOR+FROM+LOTT+ROAD+%28SR+217%29+TO+US+45%2C+MOBILE+COUNTY%2C+ALABAMA+%28PROJECT+STPAA-7571%281%29%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Montgomery, Alabama; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: January 7, 2003 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - RELOCATION OF KANSAS HIGHWAY 10 IN AND NEAR LAWRENCE, DOUGLAS COUNTY, KANSAS. AN - 16352150; 9888 AB - PURPOSE: The relocation of approximately seven miles of Kansas Highway 10 in and near Lawrence in Douglas County Kansas is proposed. Highway 10 is currently routed through Lawrence on city streets, resulting in congested and unsafe driving conditions for travelers due both to the insufficient capacity of the road and to inadequate access control. The facility, commonly known as the South Lawrence Trafficway (SLT), would be relocated south of the city. The four-lane, controlled-access highway would constitute a bypass of Lawrence along the southern edge of the city. Six alternatives, including a No Action Alternative, are considered in this final EIS. Under the preferred alternative (Alternative B), the new facility would follow the alignment of Thirty-Second Street. Access would be controlled by interchanges and overpass structures. Thirty-first Street would be relocated immediately adjacent to the new freeway. The preferred alternative would commence at the intersection of U.S. 59 (South Iowa Street) and the existing western of the SLT, continue northeast to Louisiana Street, cross over Louisiana Street just south of the existing Thirty-First Street, and proceed east parallel to the north levee of Baker Wetlands to a folded diamond interchange with relocated Haskell Avenue. Haskell avenue would be relocated approximately 1,000 feet east of its present location to minimize impacts to the Baker Wetlands. From Haskell Avenue, the alignment would proceed east and parallel to Thirty-First Street. Approximately 0.74 mile east of East 1750 Road, the alignment would turn northeast to an interchange at Highway 10 and Twenty-Third Street. East 1750 Road would be extended north to intersect with Douglas County Route 442 at the East Hills Business Park, north of the existing Highway 10 alignment. East 1750 Road would be placed on a bridge over the existing Highway 10 alignment at Twenty-Third Street. Cost of the project is estimated at $110.3 million. POSITIVE IMPACTS: The new facility would remove through traffic from Lawrence, improving the safety and efficiency of Highway 10, and improving access to areas outside the southern portion of the city. NEGATIVE IMPACTS: Rights-of-way development would result in the loss of 57 acres of wetlands and the associated wildlife habitat, most of which lies within Baker Wetlands, and traverse 3.5 miles of the Wakarusa floodplain. These losses would be mitigated by the creation of 317 acres of wetlands and the construction of a $1.2 million Wetland Visitor and Study Center, which would be owned and operated by Baker University. Four residences and four businesses would be displaced, and the alignment would sever 11 farms and displace 230 acres of prime farmland. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0445D, Volume 26, Number 4. JF - EPA number: 030010, Volume 1--571 pages and maps, Volume 2--1,121 pages and maps, Volume 3--887 pages and maps, January 7, 2003 PY - 2003 KW - Roads and Railroads KW - Cost Assessments KW - Farmlands KW - Floodplains KW - Highways KW - Highway Structures KW - Historic Sites Surveys KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Section 404(b) Statements KW - Traffic Analyses KW - Wetlands KW - Kansas KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16352150?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-01-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=RELOCATION+OF+KANSAS+HIGHWAY+10+IN+AND+NEAR+LAWRENCE%2C+DOUGLAS+COUNTY%2C+KANSAS.&rft.title=RELOCATION+OF+KANSAS+HIGHWAY+10+IN+AND+NEAR+LAWRENCE%2C+DOUGLAS+COUNTY%2C+KANSAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Kansas City, Kansas; ARMY N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: January 7, 2003 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - ROUTE 50 EAST-CENTRAL CORRIDOR STUDY CORRIDOR (PROJECT J5P0692), OSAGE, GASCONADE, AND FRANKLIN COUNTIES, MISSOURI. AN - 36438258; 9879 AB - PURPOSE: The improvement of 67 miles of U.S. 50 between the U.S. 50/U.S. 63 interchange, 15 miles east of Jefferson City, and the junction of U.S. 50 and Interstate 44 (I-44), five miles east of Union in Osage, Gasconade, and Franklin counties, Missouri is proposed. Communities within the story area are Loose Creek, Linn, Mount Sterling, Drake, Rosebud, Gerald, Leslie, Beaufort, and Union. The existing facility is characterized by sharp curves, lack of sufficient shoulders, excessive traffic volumes, and high accident rates. The project would involve relocation and/or widening of the roadway. This final EIS evaluates six action alternatives in Osage County, two in Gasconade County, and three in Franklin County. The project would provide for a four-lane divided roadway between the U.S. 50/U.S. 63 interchange and Highway CC in Osage County and between U.S. 28 in Gasconade County and the I-44/U.S. 50 interchange in Franklin County. Some sections would be relocated to new rights-of-way. Projected traffic volumes for the year 2025 from Highway CC in Osage County to U.S. 28 in Gasconade County do not warrant construction of a four-lane facility. Nevertheless, to maintain system continuity, an improved two-lane roadway would be constructed, providing some road on new alignment and preserving those portions of the roadway, which have recently been improved to meet current standards, in this mid-corridor section. In addition, sufficient rights-of-way would be acquired to allow for construction of a four-lane divide highway in the future should traffic levels increase such that additional lanes are required. Alternatives considered represent alignment variations. Except in the Union area, the facility would be constructed as an expressway with limited access. Around Union the facility would be constructed to freeway standards. At the time of the draft EIS, estimated project costs ranged from $291 million to $317 million. Estimated cost for the preferred alignment alternative was $314.4 million. Annual maintenance costs were estimated at $751,000. POSITIVE IMPACTS: Any action alternative would improve operational efficiency and safety on U.S. 50 for through and local traffic, provide an expandable transportation system with additional capacity to accommodate anticipated future traffic volumes, and enhance transportation services relevant to existing and planned development in the study area and in the east-central Missouri region in general. NEGATIVE IMPACTS: Rights-of-way requirements for the preferred alternative would amount to range from 3,210 acres to 3,472 acres within largely rural, wooded, and agricultural lands. However, in the populated area of Franklin County in the vicinity of Union, the project would have significant impacts on residential and commercial uses. Commercial and residential displacements would range from 84 to 154 units and two to nine units, respectively. The project would also displace 146 to 217 acres of farmland, affecting 188 to 213 farms, as well as 4.4 to 11.1 acres of wetland. One alignment would affect Clearview Park, and the corridor contains nine individual properties that may be eligible for listing in the National Register of Historic Places and 10 additional properties that lie within area that may be eligible for listing in the Register as an historic district. 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 00-0433D, Volume 24, Number 4. JF - EPA number: 030001, 259 pages and maps, January 6, 2003 PY - 2003 KW - Roads and Railroads KW - Agency number: FHWA-MO-EIS-00-02-F KW - Archaeological Sites Surveys KW - Farmlands KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Historic Sites Surveys KW - Parks KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Traffic Analyses KW - Wetlands KW - Missouri 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/36438258?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-01-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ROUTE+50+EAST-CENTRAL+CORRIDOR+STUDY+CORRIDOR+%28PROJECT+J5P0692%29%2C+OSAGE%2C+GASCONADE%2C+AND+FRANKLIN+COUNTIES%2C+MISSOURI.&rft.title=ROUTE+50+EAST-CENTRAL+CORRIDOR+STUDY+CORRIDOR+%28PROJECT+J5P0692%29%2C+OSAGE%2C+GASCONADE%2C+AND+FRANKLIN+COUNTIES%2C+MISSOURI.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Jefferson City, Missouri; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: January 6, 2003 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - ROUTE 50 EAST-CENTRAL CORRIDOR STUDY CORRIDOR (PROJECT J5P0692), OSAGE, GASCONADE, AND FRANKLIN COUNTIES, MISSOURI. [Part 1 of 1] T2 - ROUTE 50 EAST-CENTRAL CORRIDOR STUDY CORRIDOR (PROJECT J5P0692), OSAGE, GASCONADE, AND FRANKLIN COUNTIES, MISSOURI. AN - 36345869; 9879-030001_0001 AB - PURPOSE: The improvement of 67 miles of U.S. 50 between the U.S. 50/U.S. 63 interchange, 15 miles east of Jefferson City, and the junction of U.S. 50 and Interstate 44 (I-44), five miles east of Union in Osage, Gasconade, and Franklin counties, Missouri is proposed. Communities within the story area are Loose Creek, Linn, Mount Sterling, Drake, Rosebud, Gerald, Leslie, Beaufort, and Union. The existing facility is characterized by sharp curves, lack of sufficient shoulders, excessive traffic volumes, and high accident rates. The project would involve relocation and/or widening of the roadway. This final EIS evaluates six action alternatives in Osage County, two in Gasconade County, and three in Franklin County. The project would provide for a four-lane divided roadway between the U.S. 50/U.S. 63 interchange and Highway CC in Osage County and between U.S. 28 in Gasconade County and the I-44/U.S. 50 interchange in Franklin County. Some sections would be relocated to new rights-of-way. Projected traffic volumes for the year 2025 from Highway CC in Osage County to U.S. 28 in Gasconade County do not warrant construction of a four-lane facility. Nevertheless, to maintain system continuity, an improved two-lane roadway would be constructed, providing some road on new alignment and preserving those portions of the roadway, which have recently been improved to meet current standards, in this mid-corridor section. In addition, sufficient rights-of-way would be acquired to allow for construction of a four-lane divide highway in the future should traffic levels increase such that additional lanes are required. Alternatives considered represent alignment variations. Except in the Union area, the facility would be constructed as an expressway with limited access. Around Union the facility would be constructed to freeway standards. At the time of the draft EIS, estimated project costs ranged from $291 million to $317 million. Estimated cost for the preferred alignment alternative was $314.4 million. Annual maintenance costs were estimated at $751,000. POSITIVE IMPACTS: Any action alternative would improve operational efficiency and safety on U.S. 50 for through and local traffic, provide an expandable transportation system with additional capacity to accommodate anticipated future traffic volumes, and enhance transportation services relevant to existing and planned development in the study area and in the east-central Missouri region in general. NEGATIVE IMPACTS: Rights-of-way requirements for the preferred alternative would amount to range from 3,210 acres to 3,472 acres within largely rural, wooded, and agricultural lands. However, in the populated area of Franklin County in the vicinity of Union, the project would have significant impacts on residential and commercial uses. Commercial and residential displacements would range from 84 to 154 units and two to nine units, respectively. The project would also displace 146 to 217 acres of farmland, affecting 188 to 213 farms, as well as 4.4 to 11.1 acres of wetland. One alignment would affect Clearview Park, and the corridor contains nine individual properties that may be eligible for listing in the National Register of Historic Places and 10 additional properties that lie within area that may be eligible for listing in the Register as an historic district. 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 00-0433D, Volume 24, Number 4. JF - EPA number: 030001, 259 pages and maps, January 6, 2003 PY - 2003 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-MO-EIS-00-02-F KW - Archaeological Sites Surveys KW - Farmlands KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Historic Sites Surveys KW - Parks KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Traffic Analyses KW - Wetlands KW - Missouri 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/36345869?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-01-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ROUTE+50+EAST-CENTRAL+CORRIDOR+STUDY+CORRIDOR+%28PROJECT+J5P0692%29%2C+OSAGE%2C+GASCONADE%2C+AND+FRANKLIN+COUNTIES%2C+MISSOURI.&rft.title=ROUTE+50+EAST-CENTRAL+CORRIDOR+STUDY+CORRIDOR+%28PROJECT+J5P0692%29%2C+OSAGE%2C+GASCONADE%2C+AND+FRANKLIN+COUNTIES%2C+MISSOURI.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Jefferson City, Missouri; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: January 6, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DESIRE STREETCAR LINE PROJECT, NEW ORLEANS, LOUISIANA. AN - 36436995; 9882 AB - PURPOSE: The implementation of transportation improvements within the Desire Streetcar Line corridor in New Orleans, Louisiana. The study area, which is located in the heart of metropolitan New Orleans, includes the area bounded by Claiborne Avenue on the north, the Mississippi River on the south, Poydras Street on the west, and the Inner Harbor Navigation Canal (or Industrial Canal) on the east. The area contains the densely populated neighborhoods of the French Quarter, Faubourg, Marigny, Iberville, Trem St. Roch, and Bywater along with the Central Business District and the Medical District. The Desire Line has become an historic resource due to an allusion in playwright Tennessee Williams best-known plan. Transportation problems in the Desire Streetcar Line study area include traffic congestion, large volumes of local buses traveling on congested streets, increased travel times, growing demand for parking, and safety. In addition to the proposed build alternative, a No-Build Alternative is considered in this draft EIS. The build alternative would provide for restoration of streetcar service along the Desire Line. The Desire Streetcar Line alignment would begin at Canal Street and Basin Street in central New Orleans and extend 2.9 miles to the east along Basin Street and North Rampart Street/St. Claude Avenue to Poland Avenue, with 24 stops. The build alternative includes different design options for the location of the trackway on North Rampart Street between Toulouse Street and Elysian Fields Avenue and the streetcar crossing of the Norfolk Southern Railway at Press Street. Depending on the alignment options selected, estimated cost of the project ranges from $116.1 million to $146.2 million. POSITIVE IMPACTS: In addition to improving safety and reducing congestion within the corridor, the new streetcar line would efficiently link the study area neighborhoods with the New Orleans Central Business District and the adjacent Medical District, serving these major employment centers and promoting tourism and economic revitalization throughout the study area. The historic character of the study area would be enhanced. Accessibility for low-income, elderly, and minority persons would be enhanced. NEGATIVE IMPACTS: The possible construction of an underpass along the alignment would increase the physical separation of neighborhoods. Though in general the historic character of the study area would be enhanced, the line would negatively affect some historic sites and construction activities could result in damage to historic structures. JF - EPA number: 030004, Draft EIS--581 pages, Map Supplement, January 3, 2003 PY - 2003 KW - Roads and Railroads KW - Air Quality KW - Central Business Districts KW - Geologic Assessments KW - Historic Districts KW - Historic Sites KW - Land Use KW - Minorities KW - Noise KW - Rapid Transit Systems KW - Safety KW - Socioeconomic Assessments KW - Transportation KW - Visual Resources KW - Water Resources KW - New Orleans UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36436995?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-01-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DESIRE+STREETCAR+LINE+PROJECT%2C+NEW+ORLEANS%2C+LOUISIANA.&rft.title=DESIRE+STREETCAR+LINE+PROJECT%2C+NEW+ORLEANS%2C+LOUISIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Fort Worth, Texas; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: January 3, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DESIRE STREETCAR LINE PROJECT, NEW ORLEANS, LOUISIANA. [Part 1 of 1] T2 - DESIRE STREETCAR LINE PROJECT, NEW ORLEANS, LOUISIANA. AN - 36344690; 9882-030004_0001 AB - PURPOSE: The implementation of transportation improvements within the Desire Streetcar Line corridor in New Orleans, Louisiana. The study area, which is located in the heart of metropolitan New Orleans, includes the area bounded by Claiborne Avenue on the north, the Mississippi River on the south, Poydras Street on the west, and the Inner Harbor Navigation Canal (or Industrial Canal) on the east. The area contains the densely populated neighborhoods of the French Quarter, Faubourg, Marigny, Iberville, Trem St. Roch, and Bywater along with the Central Business District and the Medical District. The Desire Line has become an historic resource due to an allusion in playwright Tennessee Williams best-known plan. Transportation problems in the Desire Streetcar Line study area include traffic congestion, large volumes of local buses traveling on congested streets, increased travel times, growing demand for parking, and safety. In addition to the proposed build alternative, a No-Build Alternative is considered in this draft EIS. The build alternative would provide for restoration of streetcar service along the Desire Line. The Desire Streetcar Line alignment would begin at Canal Street and Basin Street in central New Orleans and extend 2.9 miles to the east along Basin Street and North Rampart Street/St. Claude Avenue to Poland Avenue, with 24 stops. The build alternative includes different design options for the location of the trackway on North Rampart Street between Toulouse Street and Elysian Fields Avenue and the streetcar crossing of the Norfolk Southern Railway at Press Street. Depending on the alignment options selected, estimated cost of the project ranges from $116.1 million to $146.2 million. POSITIVE IMPACTS: In addition to improving safety and reducing congestion within the corridor, the new streetcar line would efficiently link the study area neighborhoods with the New Orleans Central Business District and the adjacent Medical District, serving these major employment centers and promoting tourism and economic revitalization throughout the study area. The historic character of the study area would be enhanced. Accessibility for low-income, elderly, and minority persons would be enhanced. NEGATIVE IMPACTS: The possible construction of an underpass along the alignment would increase the physical separation of neighborhoods. Though in general the historic character of the study area would be enhanced, the line would negatively affect some historic sites and construction activities could result in damage to historic structures. JF - EPA number: 030004, Draft EIS--581 pages, Map Supplement, January 3, 2003 PY - 2003 VL - 1 KW - Roads and Railroads KW - Air Quality KW - Central Business Districts KW - Geologic Assessments KW - Historic Districts KW - Historic Sites KW - Land Use KW - Minorities KW - Noise KW - Rapid Transit Systems KW - Safety KW - Socioeconomic Assessments KW - Transportation KW - Visual Resources KW - Water Resources KW - New Orleans UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36344690?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-01-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DESIRE+STREETCAR+LINE+PROJECT%2C+NEW+ORLEANS%2C+LOUISIANA.&rft.title=DESIRE+STREETCAR+LINE+PROJECT%2C+NEW+ORLEANS%2C+LOUISIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Fort Worth, Texas; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: January 3, 2003 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - Why Syntax Matters AN - 85596770; 200412984 AB - Work on Hebrew word formation often emphasizes its morphological & phonological aspects. In this paper, I argue that even with regard to processes that seem, prima facie, purely phonological or morphological, syntactic information should be taken into consideration. This claim is illustrated in the context of the discussion of two case studies: Bat El's (1994) treatment of Hebrew denominal verbs (an analysis extended by Bat El to all Hebrew verbs) & Aronoff's (1994) discussion of verbal patterns (binyanim), which grants special status to passive binyan forms. In the first case, it is shown that once we look into the syntax of denominal verbs, it becomes clear that they are structurally different from other, root-derived verbs, & therefore their analysis should not be extended to all verbs. In the second case, the special status of passive forms follows immediately from the syntactic structure of passive verbs & thus does not have to be stipulated arbitrarily. 16 References. Adapted from the source document JF - Recherches Linguistiques de Vincennes AU - Arad, Maya AD - Dept Classics, Stanford U, CA marad@stanford.edu Y1 - 2003///0, PY - 2003 DA - 0, 2003 SP - 83 EP - 107 VL - 32 SN - 0986-6124, 0986-6124 KW - Morphology Syntax Relationship (55520) KW - Syntax Phonology Relationship (86840) KW - Grammatical Relations (29150) KW - Syntactic Structures (86770) KW - Predicate (67200) KW - Word Formation (97400) KW - Verbs (93900) KW - Hebrew (31650) KW - Roots (Morphology) (74200) KW - article KW - 4310: syntax; syntax UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/85596770?accountid=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=Recherches+Linguistiques+de+Vincennes&rft.atitle=Why+Syntax+Matters&rft.au=Arad%2C+Maya&rft.aulast=Arad&rft.aufirst=Maya&rft.date=2003-01-01&rft.volume=32&rft.issue=&rft.spage=83&rft.isbn=&rft.btitle=&rft.title=Recherches+Linguistiques+de+Vincennes&rft.issn=09866124&rft_id=info:doi/ LA - English DB - Linguistics and Language Behavior Abstracts (LLBA) N1 - Date revised - 2004-11-01 N1 - Last updated - 2016-09-27 N1 - SubjectsTermNotLitGenreText - Hebrew (31650); Word Formation (97400); Morphology Syntax Relationship (55520); Syntax Phonology Relationship (86840); Verbs (93900); Predicate (67200); Roots (Morphology) (74200); Syntactic Structures (86770); Grammatical Relations (29150) ER - TY - JOUR T1 - Field trip III; Ordovician and Mississippian stratigraphy and structural geology of the Springfield-Branson area, southwestern Missouri AN - 759304398; 2010-085231 JF - Field Trip Guidebook - Association of Missouri Geologists AU - Plymate, Thomas G AU - Evans, Kevin R AU - Thomson, Kenneth C AU - Miller, James F AU - Rovey, Charles W, II AU - Davis, George H AU - Cutler, John A2 - Plymate, Thomas G. Y1 - 2003 PY - 2003 DA - 2003 SP - 43 EP - 62 PB - Association of Missouri Geologists, Rolla, MO VL - 50 KW - United States KW - Christian County Missouri KW - Mississippian KW - lithostratigraphy KW - Taney County Missouri KW - Paleozoic KW - Missouri KW - Carboniferous KW - field trips KW - road log KW - Ordovician KW - lithofacies KW - Springfield Missouri KW - Branson Missouri KW - stratigraphic units KW - Greene County Missouri KW - tectonics KW - faults KW - 16:Structural geology KW - 12:Stratigraphy UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/759304398?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Field+Trip+Guidebook+-+Association+of+Missouri+Geologists&rft.atitle=Field+trip+III%3B+Ordovician+and+Mississippian+stratigraphy+and+structural+geology+of+the+Springfield-Branson+area%2C+southwestern+Missouri&rft.au=Plymate%2C+Thomas+G%3BEvans%2C+Kevin+R%3BThomson%2C+Kenneth+C%3BMiller%2C+James+F%3BRovey%2C+Charles+W%2C+II%3BDavis%2C+George+H%3BCutler%2C+John&rft.aulast=Plymate&rft.aufirst=Thomas&rft.date=2003-01-01&rft.volume=50&rft.issue=&rft.spage=43&rft.isbn=&rft.btitle=&rft.title=Field+Trip+Guidebook+-+Association+of+Missouri+Geologists&rft.issn=&rft_id=info:doi/ L2 - http://www.missourigeologists.org/Meeting2003/RI-75(2003AMGguidebook).pdf http://www.missourigeologists.org/index.htm LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2010-01-01 N1 - Number of references - 12 N1 - PubXState - MO N1 - Document feature - illus. incl. sect., strat. cols., sketch map N1 - Last updated - 2012-06-07 N1 - CODEN - #06604 N1 - SubjectsTermNotLitGenreText - Branson Missouri; Carboniferous; Christian County Missouri; faults; field trips; Greene County Missouri; lithofacies; lithostratigraphy; Mississippian; Missouri; Ordovician; Paleozoic; road log; Springfield Missouri; stratigraphic units; Taney County Missouri; tectonics; United States ER - TY - JOUR T1 - Field trip I; The Weaubleau-Osceola Structure; evidence of a Mississippian meteorite impact in southwestern Missouri AN - 759304061; 2010-085229 JF - Field Trip Guidebook - Association of Missouri Geologists AU - Evans, Kevin R AU - Mickus, Kevin L AU - Rovey, Charles W, II AU - Davis, George H A2 - Plymate, Thomas G. Y1 - 2003 PY - 2003 DA - 2003 SP - 1 EP - 30 PB - Association of Missouri Geologists, Rolla, MO VL - 50 KW - United States KW - Mississippian KW - lithostratigraphy KW - impact features KW - geophysical surveys KW - Paleozoic KW - Missouri KW - geophysical methods KW - Carboniferous KW - magnetic anomalies KW - field trips KW - cores KW - road log KW - southwestern Missouri KW - gravity anomalies KW - Weaubleau-Osceola Structure KW - surveys KW - stratigraphic units KW - impact craters KW - Saint Clair County Missouri KW - 23:Geomorphology KW - 12:Stratigraphy UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/759304061?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Field+Trip+Guidebook+-+Association+of+Missouri+Geologists&rft.atitle=Field+trip+I%3B+The+Weaubleau-Osceola+Structure%3B+evidence+of+a+Mississippian+meteorite+impact+in+southwestern+Missouri&rft.au=Evans%2C+Kevin+R%3BMickus%2C+Kevin+L%3BRovey%2C+Charles+W%2C+II%3BDavis%2C+George+H&rft.aulast=Evans&rft.aufirst=Kevin&rft.date=2003-01-01&rft.volume=50&rft.issue=&rft.spage=1&rft.isbn=&rft.btitle=&rft.title=Field+Trip+Guidebook+-+Association+of+Missouri+Geologists&rft.issn=&rft_id=info:doi/ L2 - http://www.missourigeologists.org/Meeting2003/RI-75(2003AMGguidebook).pdf http://www.missourigeologists.org/index.htm LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2010-01-01 N1 - Number of references - 16 N1 - PubXState - MO N1 - Document feature - illus. incl. sect., strat. cols., sketch map N1 - Last updated - 2012-06-07 N1 - CODEN - #06604 N1 - SubjectsTermNotLitGenreText - Carboniferous; cores; field trips; geophysical methods; geophysical surveys; gravity anomalies; impact craters; impact features; lithostratigraphy; magnetic anomalies; Mississippian; Missouri; Paleozoic; road log; Saint Clair County Missouri; southwestern Missouri; stratigraphic units; surveys; United States; Weaubleau-Osceola Structure ER - TY - JOUR T1 - Are pilots at risk of accidents due to fatigue? AN - 73657699; 12963077 AB - There is concern in the aviation community that pilot schedules can lead to fatigue and increased chance of an aviation accident. Yet despite this concern, there is little empirical analysis showing the relationship between pilot schedules and commercial aviation accidents. This study attempts to demonstrate an empirical relationship between pilot schedules and aviation accidents. Data for human factors-related accidents and pilot work patterns were identified. The distribution of pilot work schedule parameters for the accidents was compared to that for all pilots using a chi-square test to determine if the proportions of accidents and length of duty exposure were the same. If the distributions are the same, then one could infer that pilot human factor accidents are not affected by work schedule parameters. The proportion of accidents associated with pilots having longer duty periods is higher than the proportion of longer duty periods for all pilots. There is a discernible pattern of increased probability of an accident as duty time increases for commercial aircraft pilots in the United States. The analysis suggests that establishing limits on duty time for commercial pilots would reduce risk. Such a rule is likely to be expensive and could substantially impact the commercial airlines. In return, there is likely to be a reduction in the risk of commercial aviation accidents due to pilot fatigue. JF - Journal of safety research AU - Goode, Jeffrey H AD - Federal Aviation Administration, Office of Aviation Policy and Plans, Washington, DC 20591, USA. jeff.goode@faa.gov Y1 - 2003 PY - 2003 DA - 2003 SP - 309 EP - 313 VL - 34 IS - 3 SN - 0022-4375, 0022-4375 KW - Index Medicus KW - Probability KW - Risk Factors KW - Humans KW - Chi-Square Distribution KW - Research KW - United States -- epidemiology KW - Work Schedule Tolerance KW - Fatigue -- complications KW - Accidents, Occupational -- statistics & numerical data KW - Aviation -- manpower KW - Accidents, Occupational -- psychology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/73657699?accountid=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+safety+research&rft.atitle=Are+pilots+at+risk+of+accidents+due+to+fatigue%3F&rft.au=Goode%2C+Jeffrey+H&rft.aulast=Goode&rft.aufirst=Jeffrey&rft.date=2003-01-01&rft.volume=34&rft.issue=3&rft.spage=309&rft.isbn=&rft.btitle=&rft.title=Journal+of+safety+research&rft.issn=00224375&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date completed - 2003-10-21 N1 - Date created - 2003-09-09 N1 - Date revised - 2017-01-13 N1 - Last updated - 2017-01-18 ER - TY - JOUR T1 - The Value of Pricing the Use of Roads AN - 60677253; 200515809 AB - Value pricing is a market-based approach to reduce the waste associated with traffic congestion. It typically involves charging tolls for road use but can encompass a variety of other market-based approaches. The Federal Highway Administration (FHWA) encourages the use of value pricing strategies to reduce congestion, improve transportation system performance, & promote mobility through its Value Pricing Pilot Program. The FHWA is currently working with partners in 12 states to demonstrate the feasibility & benefits of value pricing. Successfully implemented projects exist on highway facilities in California, Texas, Florida, New York, & New Jersey. Additionally, several feasibility studies, preimplementation studies, & pilot simulation tests are under way in these & other states. This article describes various types of value pricing projects & presents what we have learned from those projects that have already been implemented. The article concludes with a discussion of proposals for the future. [Reprinted by permission of Sage Publications Inc., copyright 2003.] JF - Public Works Management & Policy AU - Decorla-Souza, Patrick AU - Whitehead, Rosalynn E AD - Federal Highway Administration Y1 - 2003///0, PY - 2003 DA - 0, 2003 SP - 267 EP - 276 VL - 7 IS - 4 SN - 1087-724X, 1087-724X KW - Transportation KW - Markets KW - Value (Economics) KW - Highways KW - Pollution KW - Traffic KW - article KW - 9261: public policy/administration; public policy UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/60677253?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Awpsa&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Public+Works+Management+%26+Policy&rft.atitle=The+Value+of+Pricing+the+Use+of+Roads&rft.au=Decorla-Souza%2C+Patrick%3BWhitehead%2C+Rosalynn+E&rft.aulast=Decorla-Souza&rft.aufirst=Patrick&rft.date=2003-01-01&rft.volume=7&rft.issue=4&rft.spage=267&rft.isbn=&rft.btitle=&rft.title=Public+Works+Management+%26+Policy&rft.issn=1087724X&rft_id=info:doi/ LA - English DB - Worldwide Political Science Abstracts N1 - Date revised - 2007-04-01 N1 - Last updated - 2016-09-28 N1 - SubjectsTermNotLitGenreText - Traffic; Pollution; Markets; Highways; Transportation; Value (Economics) ER - TY - JOUR T1 - Engineering geology in the central Columbia River valley AN - 51868609; 2004-027606 JF - GSA Field Guide AU - Badger, Thomas C AU - Galster, Richard W A2 - Swanson, Terry W. Y1 - 2003 PY - 2003 DA - 2003 SP - 159 EP - 176 PB - Geological Society of America, Boulder, CO VL - 4 KW - United States KW - soil mechanics KW - rockfalls KW - Washington KW - volcanic rocks KW - geologic hazards KW - engineering properties KW - igneous rocks KW - debris flows KW - rock mechanics KW - Cascade Range KW - landslides KW - Columbia River basin KW - seismic risk KW - mass movements KW - dams KW - basalts KW - slope stability KW - earthquakes KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51868609?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=GSA+Field+Guide&rft.atitle=Engineering+geology+in+the+central+Columbia+River+valley&rft.au=Badger%2C+Thomas+C%3BGalster%2C+Richard+W&rft.aulast=Badger&rft.aufirst=Thomas&rft.date=2003-01-01&rft.volume=4&rft.issue=&rft.spage=159&rft.isbn=0813700043&rft.btitle=&rft.title=GSA+Field+Guide&rft.issn=&rft_id=info:doi/ L2 - http://fieldguides.gsapubs.org/content/by/year LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2004-01-01 N1 - Number of references - 26 N1 - PubXState - CO N1 - Document feature - illus. incl. sects., geol. sketch maps N1 - Last updated - 2012-06-07 N1 - CODEN - #05176 N1 - SubjectsTermNotLitGenreText - basalts; Cascade Range; Columbia River basin; dams; debris flows; earthquakes; engineering properties; geologic hazards; igneous rocks; landslides; mass movements; rock mechanics; rockfalls; seismic risk; slope stability; soil mechanics; United States; volcanic rocks; Washington ER - TY - JOUR T1 - The proposed use of micropiles to underpin a historic bridge structure in Winnemucca, Nevada AN - 51821303; 2004-059309 AB - Micropiles have become more common in recent years as replacement piles for structure rehabilitation. Micropiles can withstand axial and some lateral loads, they can be installed in access restrictive environments and in various soil types and ground conditions, they can be used to underpin existing structures, and their installation causes minimal vibration and noise. Micropiles are replacement piles, meaning they replace the soil through drilling rather than displace soil like a driven pile. Construction involves drilling a borehole, placing casing and/or rebar as reinforcement, and grouting the hole as casing is partially or fully withdrawn. The steel elements resist most of the applied load, while the grout transfers the load through friction from the reinforcement to the ground in the micropile bond zone. The Bridge Street bridge, a concrete double arch bridge built in 1910 in Winnemucca, Nevada, is in need of rehabilitation. The original timber piles supporting the structure have suffered some deterioration so additional foundation support is needed. Nevada DOT originally considered drilled shafts (CIDH), but micropiles were chosen for cost and vibrational disturbance considerations. A subsurface investigation provided soil information which determined micropile depth and bond length and estimated pile load capacity. Calculations of bridge live loads, dead loads, and seismic loads determined the number of micropiles. Geometry of the arch was used to determine batter angle for abutment piles. A new pile cap will connect the new micropiles to the old pile cap, thus providing additional support to the original timber piles rather than replacing them. JF - Proceedings of the Symposium on Engineering Geology and Geotechnical Engineering AU - Kluck, Sheila AU - Bafghi, Abbas A2 - Elfass, Sherif A2 - Norris, Gary A2 - Watters, Robert Y1 - 2003 PY - 2003 DA - 2003 SP - 169 EP - 183 PB - [publisher varies], [location varies] VL - 38 KW - United States KW - soil mechanics KW - well logs KW - engineering properties KW - stress KW - Humboldt County Nevada KW - Winnemucca Nevada KW - structures KW - foundations KW - boreholes KW - seismic risk KW - piles KW - bridges KW - construction KW - Nevada KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51821303?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Proceedings+of+the+Symposium+on+Engineering+Geology+and+Geotechnical+Engineering&rft.atitle=The+proposed+use+of+micropiles+to+underpin+a+historic+bridge+structure+in+Winnemucca%2C+Nevada&rft.au=Kluck%2C+Sheila%3BBafghi%2C+Abbas&rft.aulast=Kluck&rft.aufirst=Sheila&rft.date=2003-01-01&rft.volume=38&rft.issue=&rft.spage=169&rft.isbn=&rft.btitle=&rft.title=Proceedings+of+the+Symposium+on+Engineering+Geology+and+Geotechnical+Engineering&rft.issn=&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - 38th symposium on Engineering geology and geotechnical engineering N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2004-01-01 N1 - Number of references - 5 N1 - Document feature - illus. incl. 4 tables N1 - Last updated - 2012-06-07 N1 - CODEN - #02957 N1 - SubjectsTermNotLitGenreText - boreholes; bridges; construction; engineering properties; foundations; Humboldt County Nevada; Nevada; piles; seismic risk; soil mechanics; stress; structures; United States; well logs; Winnemucca Nevada ER - TY - JOUR T1 - Effect of adverse hot weather curing conditions on plain and polymer-modified concrete mixes used in foundations and basements AN - 51821159; 2004-059311 AB - Experimental investigations to determine the effect of adverse curing conditions on the compressive and tensile strengths of polymer modified concrete (PMC) mixes are reported. Normally, plain concrete should be cured under moist conditions for a minimum period of 7 days after concrete has been placed. However, curing under bad weather conditions, especially in summertime where the ambient temperature may become un-expectantly high (100 F+ in the daytime and 90 F+ at night) will affect the concrete strength adversely. Plain concrete and polymer modified concrete (PMC) mixes are investigated since the addition of polymer to concrete will provide enhanced permeability and ductility. This research intends to provide guidelines for the preparation and curing of different polymer modified concrete mixes as may be used in pavement (slab on grade), shallow foundation, and bridge piers and to account for adverse hot weather curing conditions which may become un-avoidable. Polymer-cement ratios used were 2.5, and 5 percent of polymer solids. Standard cylinders were tested at which the curing condition was under hot weather condition (ambient temperature) for first 24 hours of the concrete age followed by 27 days of moist curing for plain concrete and dry curing for PMC. Results show a marked reduction in compressive and tensile strengths when wet concrete is exposed to hot weather conditions for first 24 hours, or more of concrete curing age. Properties of (PMC) applicable in geo-technical and structural applications are reported. JF - Proceedings of the Symposium on Engineering Geology and Geotechnical Engineering AU - Ahmed, Ashraf I AU - Ladkany, Samaan G A2 - Elfass, Sherif A2 - Norris, Gary A2 - Watters, Robert Y1 - 2003 PY - 2003 DA - 2003 SP - 197 EP - 201 PB - [publisher varies], [location varies] VL - 38 KW - degradation KW - engineering properties KW - mechanical properties KW - tensile strength KW - concrete KW - temperature KW - foundations KW - curing KW - compressive strength KW - polymers KW - high temperature KW - construction materials KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51821159?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Proceedings+of+the+Symposium+on+Engineering+Geology+and+Geotechnical+Engineering&rft.atitle=Effect+of+adverse+hot+weather+curing+conditions+on+plain+and+polymer-modified+concrete+mixes+used+in+foundations+and+basements&rft.au=Ahmed%2C+Ashraf+I%3BLadkany%2C+Samaan+G&rft.aulast=Ahmed&rft.aufirst=Ashraf&rft.date=2003-01-01&rft.volume=38&rft.issue=&rft.spage=197&rft.isbn=&rft.btitle=&rft.title=Proceedings+of+the+Symposium+on+Engineering+Geology+and+Geotechnical+Engineering&rft.issn=&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - 38th symposium on Engineering geology and geotechnical engineering N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2004-01-01 N1 - Number of references - 6 N1 - Document feature - 3 tables N1 - Last updated - 2012-06-07 N1 - CODEN - #02957 N1 - SubjectsTermNotLitGenreText - compressive strength; concrete; construction materials; curing; degradation; engineering properties; foundations; high temperature; mechanical properties; polymers; temperature; tensile strength ER - TY - JOUR T1 - Permafrost protection under Alaska roadways using air convection embankment AN - 51806097; 2004-070542 JF - Program and Abstracts - Arctic Science Conference AU - Saboundjian, S AU - Goering, D J AU - Eichelberger, John Y1 - 2003 PY - 2003 DA - 2003 SP - 92 PB - American Association for the Advancement of Science, [location varies] VL - 54 KW - United States KW - protection KW - Fairbanks Alaska KW - embankments KW - permafrost KW - stability KW - thawing KW - preventive measures KW - temperature KW - East-Central Alaska KW - testing KW - Alaska KW - roads KW - design KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51806097?accountid=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=Program+and+Abstracts+-+Arctic+Science+Conference&rft.atitle=Permafrost+protection+under+Alaska+roadways+using+air+convection+embankment&rft.au=Saboundjian%2C+S%3BGoering%2C+D+J%3BEichelberger%2C+John&rft.aulast=Saboundjian&rft.aufirst=S&rft.date=2003-01-01&rft.volume=54&rft.issue=&rft.spage=92&rft.isbn=&rft.btitle=&rft.title=Program+and+Abstracts+-+Arctic+Science+Conference&rft.issn=&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - 54th Arctic science conference N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2004-01-01 N1 - Last updated - 2012-06-07 N1 - CODEN - #04953 N1 - SubjectsTermNotLitGenreText - Alaska; design; East-Central Alaska; embankments; Fairbanks Alaska; permafrost; preventive measures; protection; roads; stability; temperature; testing; thawing; United States ER - TY - JOUR T1 - Determination of polycyclic aromatic hydrocarbon and heavy metal concentrations in two high-latitude constructed wetland systems AN - 51769875; 2005-002269 AB - Constructed wetlands systems are being employed throughout high latitude regions as sedimentation and filtration basins for stormwater runoff. Although relatively labile stormwater associated contaminants such as coliform bacteria and light fraction hydrocarbons are well-documented to undergo treatment in such systems, less is known regarding the fate of environmentally persistent contaminants such as polycyclic aromatic hydrocarbons (PAHs) and stormwater associated metals (e.g., Cu, Cr, Cd, Pb, Zn). This is especially true in high latitude regions, where contaminant depositional patterns, climatic conditions, and vegetation differences distinguish cold weather wetland systems from the more exhaustively studied temperate systems. This research investigates the fate of stormwater derived contaminants in two high latitude constructed wetlands systems. One system is designed primarily to intercept highway runoff, while the second system is designed to intercept a combination of residential and highway runoff. Concentrations of PAH's and metals were determined in the sediment along longitudinal transects through the primary wetland flow paths. Results of these analyses will be discussed in the context of the potential for high latitude constructed wetlands to act as sinks and/or sources of persistent contaminants. JF - Proceedings - Assessment and Remediation of Contaminated Sites in Arctic and Cold Climates (ARCSACC) AU - Schnabel, William AU - Maddux, David AU - McCauley, Craig AU - Nyman, David AU - Adler, Clint AU - Woolard, Craig A2 - Nahir, Michael A2 - Biggar, Kevin A2 - Cotta, Giselle Y1 - 2003 PY - 2003 DA - 2003 SP - 114 EP - 120 PB - ARCS ACC, University of Alberta, Edmonton, AB VL - 3 KW - United States KW - Big Eddy Site KW - Soldotna Alaska KW - stormwater KW - vegetation KW - environmental analysis KW - Marydale Site KW - environmental management KW - constructed wetlands KW - sediments KW - heavy metals KW - pollutants KW - surface water KW - pollution KW - biota KW - Southern Alaska KW - organic compounds KW - Kenai Peninsula KW - wetlands KW - runoff KW - hydrocarbons KW - polycyclic aromatic hydrocarbons KW - Alaska KW - aromatic hydrocarbons KW - 22:Environmental geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51769875?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Proceedings+-+Assessment+and+Remediation+of+Contaminated+Sites+in+Arctic+and+Cold+Climates+%28ARCSACC%29&rft.atitle=Determination+of+polycyclic+aromatic+hydrocarbon+and+heavy+metal+concentrations+in+two+high-latitude+constructed+wetland+systems&rft.au=Schnabel%2C+William%3BMaddux%2C+David%3BMcCauley%2C+Craig%3BNyman%2C+David%3BAdler%2C+Clint%3BWoolard%2C+Craig&rft.aulast=Schnabel&rft.aufirst=William&rft.date=2003-01-01&rft.volume=3&rft.issue=&rft.spage=114&rft.isbn=&rft.btitle=&rft.title=Proceedings+-+Assessment+and+Remediation+of+Contaminated+Sites+in+Arctic+and+Cold+Climates+%28ARCSACC%29&rft.issn=&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - Third biennial workshop on Assessment and remediation of contaminated sites in Arctic and cold climates N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2005-01-01 N1 - Number of references - 12 N1 - PubXState - AB N1 - Document feature - illus. incl. 3 tables N1 - Last updated - 2012-06-07 N1 - CODEN - #05913 N1 - SubjectsTermNotLitGenreText - Alaska; aromatic hydrocarbons; Big Eddy Site; biota; constructed wetlands; environmental analysis; environmental management; heavy metals; hydrocarbons; Kenai Peninsula; Marydale Site; organic compounds; pollutants; pollution; polycyclic aromatic hydrocarbons; runoff; sediments; Soldotna Alaska; Southern Alaska; stormwater; surface water; United States; vegetation; wetlands ER - TY - JOUR T1 - Static and dynamic lateral load behavior of pile groups based on full-scale testing AN - 51745998; 2005-019830 JF - The Proceedings of the ... International Offshore and Polar Engineering Conference AU - Rollins, Kyle M AU - Johnson, Steven R AU - Petersen, Kris T AU - Weaver, Thomas J A2 - Matsui, Tamotsu A2 - Chung, Jin S. A2 - Sayed, Mohamed A2 - Wong, Patrick C. Y1 - 2003 PY - 2003 DA - 2003 SP - 506 EP - 513 PB - International Society of Offshore and Polar Engineers, Golden, CO VL - 13, Volume 2 SN - 1098-6189, 1098-6189 KW - United States KW - soil mechanics KW - experimental studies KW - penetration tests KW - dynamic loading KW - engineering properties KW - loading KW - Salt Lake County Utah KW - cone penetration tests KW - foundations KW - soil-structure interface KW - Salt Lake City Utah KW - testing KW - Utah KW - piles KW - lateral loading KW - field studies KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51745998?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=The+Proceedings+of+the+...+International+Offshore+and+Polar+Engineering+Conference&rft.atitle=Static+and+dynamic+lateral+load+behavior+of+pile+groups+based+on+full-scale+testing&rft.au=Rollins%2C+Kyle+M%3BJohnson%2C+Steven+R%3BPetersen%2C+Kris+T%3BWeaver%2C+Thomas+J&rft.aulast=Rollins&rft.aufirst=Kyle&rft.date=2003-01-01&rft.volume=13%2C+Volume+2&rft.issue=&rft.spage=506&rft.isbn=1880653605&rft.btitle=&rft.title=The+Proceedings+of+the+...+International+Offshore+and+Polar+Engineering+Conference&rft.issn=10986189&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - Thirteenth (2003) international offshore and polar engineering conference N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2005-01-01 N1 - Number of references - 11 N1 - PubXState - CO N1 - Document feature - illus. incl. 1 table, sect. N1 - Last updated - 2012-06-07 N1 - SubjectsTermNotLitGenreText - cone penetration tests; dynamic loading; engineering properties; experimental studies; field studies; foundations; lateral loading; loading; penetration tests; piles; Salt Lake City Utah; Salt Lake County Utah; soil mechanics; soil-structure interface; testing; United States; Utah ER - TY - JOUR T1 - Survey of geology, geologic materials, and geologic hazards in proposed access corridors in Alaska AN - 51294477; 2008-023116 JF - Miscellaneous Publication - Division of Geological and Geophysical Surveys AU - Reger, Richard D AU - Stevens, DeAnne S P AU - Cruse, Gina R AU - Livingston, Harold R Y1 - 2003 PY - 2003 DA - 2003 SP - 72 PB - State of Alaska, Department of Natural Resources, Division of Geological and Geophysical Surveys, Fairbanks, AK KW - Scale: 1:7,500,000 KW - Type: index map KW - United States KW - soil mechanics KW - permafrost KW - geologic hazards KW - regional planning KW - transportation KW - avalanches KW - maps KW - mass movements KW - floods KW - surveys KW - Alaska KW - index maps KW - faults KW - 30:Engineering geology KW - 22:Environmental geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51294477?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/GeoRef&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=book&rft.jtitle=&rft.atitle=&rft.au=Reger%2C+Richard+D%3BStevens%2C+DeAnne+S+P%3BCruse%2C+Gina+R%3BLivingston%2C+Harold+R&rft.aulast=Reger&rft.aufirst=Richard&rft.date=2003-01-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=Survey+of+geology%2C+geologic+materials%2C+and+geologic+hazards+in+proposed+access+corridors+in+Alaska&rft.title=Survey+of+geology%2C+geologic+materials%2C+and+geologic+hazards+in+proposed+access+corridors+in+Alaska&rft.issn=&rft_id=info:doi/ LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2008-01-01 N1 - Number of references - 18 N1 - PubXState - AK N1 - SuppNotes - Includes appendices N1 - Last updated - 2012-06-07 N1 - CODEN - #05132 N1 - SubjectsTermNotLitGenreText - Alaska; avalanches; faults; floods; geologic hazards; index maps; maps; mass movements; permafrost; regional planning; soil mechanics; surveys; transportation; United States ER - TY - JOUR T1 - Development of highway construction guidelines for karst areas of southwestern China AN - 50409815; 2009-060927 AB - With the recent development of multi-lane, controlled access highway infrastructure in Southwestern China, karst related problems affecting highway construction are becoming common. A large portion of the landscape of the southwestern region of China is characterized by unique karst terrain, which typically has high mountains, shallow valleys and interconnected surface and groundwater systems. These unique karst landforms have resulted in the familiar Fengcong and Fenglin (cone-shaped) types of tower and cone karst. Karst type problems, which include sinkhole collapse, flooding, and groundwater pollution, are problematic during the construction of highway embankments, bridge foundations, and tunnels. This paper describes a new research program related to the highway bearing capacity over cavernous bedrock in the karst areas of Southwestern China. The preliminary research has focused on the characteristics of typical highway distress associated with the karst terrain. Current technologies employed by Chinese highway construction companies will be evaluated for their effectiveness in preventing subgrade failures related to highway infrastructure in karst areas. In addition, a summary description of the karst geology of this region of China is also provided, written from the prospective of the authors and providing comparisons with the karst topography in the eastern US. JF - Geotechnical Special Publication AU - Moore, Harry AU - He, Wenbin AU - Huang, Baoshan AU - Drumm, Eric A2 - Beck, Barry F. Y1 - 2003 PY - 2003 DA - 2003 SP - 559 EP - 568 PB - American Society of Civil Engineers, New York, NY VL - 122 SN - 0895-0563, 0895-0563 KW - Far East KW - geologic hazards KW - Paleozoic KW - Guangxi China KW - karst KW - Guilin KW - Mesozoic KW - sedimentary rocks KW - risk assessment KW - carbonate rocks KW - bridges KW - Asia KW - construction KW - roads KW - China KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50409815?accountid=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=Geotechnical+Special+Publication&rft.atitle=Development+of+highway+construction+guidelines+for+karst+areas+of+southwestern+China&rft.au=Moore%2C+Harry%3BHe%2C+Wenbin%3BHuang%2C+Baoshan%3BDrumm%2C+Eric&rft.aulast=Moore&rft.aufirst=Harry&rft.date=2003-01-01&rft.volume=122&rft.issue=&rft.spage=559&rft.isbn=0784406987&rft.btitle=&rft.title=Geotechnical+Special+Publication&rft.issn=08950563&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - 9th multidisciplinary conference on Sinkholes and the engineering and environmental impacts of karst N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2009-01-01 N1 - Number of references - 3 N1 - PubXState - NY N1 - Document feature - illus. incl. sketch map N1 - Last updated - 2012-06-07 N1 - SubjectsTermNotLitGenreText - Asia; bridges; carbonate rocks; China; construction; Far East; geologic hazards; Guangxi China; Guilin; karst; Mesozoic; Paleozoic; risk assessment; roads; sedimentary rocks ER - TY - JOUR T1 - Sinkhole remediation measures for a highway in King of Prussia, Pennsylvania AN - 50409689; 2009-060928 AB - The S.R. 0202 (Route 202) rehabilitation project in King of Prussia, Pennsylvania is a complex highway rehabilitation and expansion effort that will significantly relieve congestion near the convergence of three heavily used highways linking downtown Philadelphia with its northwestern suburbs. This PENNDOT project, which went to construction in 1999, involves the widening of Route 202 and the construction of numerous new ramps to improve interchange movements. The entire 5-mile length of the project is underlain by Cambrian and Ordovician limestone formations that are extremely prone to solution activity. Therefore, in an effort to protect the new roadways against future sinkhole activity, the design had incorporated shallow sinkhole plug details, high-strength geotextile pavement reinforcement, and impermeable liners for drainage features throughout the project, as well as the localized injection of limited mobility grout at the most severe existing sinkhole areas. Even though large-scale bedrock voids were recognized to exist, these were generally very deep and were not expected to affect the ground surface within the design life of the project, particularly in light of the proposed drainage improvements and increased area of impervious surfaces. Early in construction, a period of unusually heavy rains following a prolonged drought resulted in intense sinkhole activity in areas where the ground surface had previously been stable. The sinkhole activity was particularly severe along a new ramp which was aligned coincidentally with a geologic contact that is well known for solution activity. JF - Geotechnical Special Publication AU - Petersen, William K AU - Meyers, John R AU - Mackey, Rex R A2 - Beck, Barry F. Y1 - 2003 PY - 2003 DA - 2003 SP - 569 EP - 579 PB - American Society of Civil Engineers, New York, NY VL - 122 SN - 0895-0563, 0895-0563 KW - United States KW - King of Prussia Pennsylvania KW - geologic hazards KW - sinkholes KW - Montgomery County Pennsylvania KW - karst KW - Pennsylvania KW - solution features KW - construction KW - roads KW - remediation KW - 22:Environmental geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50409689?accountid=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=Geotechnical+Special+Publication&rft.atitle=Sinkhole+remediation+measures+for+a+highway+in+King+of+Prussia%2C+Pennsylvania&rft.au=Petersen%2C+William+K%3BMeyers%2C+John+R%3BMackey%2C+Rex+R&rft.aulast=Petersen&rft.aufirst=William&rft.date=2003-01-01&rft.volume=122&rft.issue=&rft.spage=569&rft.isbn=0784406987&rft.btitle=&rft.title=Geotechnical+Special+Publication&rft.issn=08950563&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - 9th multidisciplinary conference on Sinkholes and the engineering and environmental impacts of karst N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2009-01-01 N1 - Number of references - 5 N1 - PubXState - NY N1 - Document feature - illus. N1 - Last updated - 2012-06-07 N1 - SubjectsTermNotLitGenreText - construction; geologic hazards; karst; King of Prussia Pennsylvania; Montgomery County Pennsylvania; Pennsylvania; remediation; roads; sinkholes; solution features; United States ER - TY - JOUR T1 - Subsidence on Interstate 70 in Russell County, Kansas, related to salt dissolution; a history AN - 50291546; 2004-074140 AB - A short section of Interstate 70 in Russell County, Kansas, crosses two active sinkholes, the Crawford Sink and the Witt Sink. These sinkholes have slowly and steadily pulled down the driving lanes since the highway was constructed in the mid-1960s. They are the result of dissolution of a thick salt bed >1,300 ft below the surface. Oil-drilling activity has allowed fresh water to pass through the salt, dissolving a considerable volume of salt and causing the overlying strata to sink. Two areas of this highway have been regraded at significant cost. Efforts were made in 1986 to stop the subsidence at one of the sinkholes, but the lanes continue to drop. Eventually, a nearby bridge will have to be replaced because of the subsidence. The Russell County sinkholes continue to be costly objects of attention to geologists and engineers at the Kansas Department of Transportation. JF - Circular - Oklahoma Geological Survey AU - Croxton, Neil M A2 - Johnson, Kenneth S. A2 - Neal, James T. Y1 - 2003 PY - 2003 DA - 2003 SP - 149 EP - 155 PB - University of Oklahoma, Norman, OK SN - 0078-4397, 0078-4397 KW - United States KW - halides KW - lithostratigraphy KW - geologic hazards KW - central Kansas KW - abandoned oil wells KW - land subsidence KW - solution KW - halite KW - remediation KW - Russell County Kansas KW - oil wells KW - sedimentary rocks KW - Kansas KW - boreholes KW - sinkholes KW - chlorides KW - solution features KW - roads KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50291546?accountid=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=Circular+-+Oklahoma+Geological+Survey&rft.atitle=Subsidence+on+Interstate+70+in+Russell+County%2C+Kansas%2C+related+to+salt+dissolution%3B+a+history&rft.au=Croxton%2C+Neil+M&rft.aulast=Croxton&rft.aufirst=Neil&rft.date=2003-01-01&rft.volume=&rft.issue=&rft.spage=149&rft.isbn=&rft.btitle=&rft.title=Circular+-+Oklahoma+Geological+Survey&rft.issn=00784397&rft_id=info:doi/ L2 - http://www.ogs.ou.edu/pubsDLCirculars.php LA - English DB - GeoRef N1 - Conference title - Geological Society of America, 2002 annual meeting; Evaporite karst session N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2004-01-01 N1 - PubXState - OK N1 - Document feature - illus. incl. sects., sketch map N1 - Last updated - 2012-06-07 N1 - CODEN - OKGCAO N1 - SubjectsTermNotLitGenreText - abandoned oil wells; boreholes; central Kansas; chlorides; geologic hazards; halides; halite; Kansas; land subsidence; lithostratigraphy; oil wells; remediation; roads; Russell County Kansas; sedimentary rocks; sinkholes; solution; solution features; United States ER - TY - RPRT T1 - US 24, INTERSTATE 469 IN NEW HAVEN, INDIANA TO OHIO ROUTE 15 IN DEFIANCE, OHIO. AN - 36434865; 10432 AB - PURPOSE: The widening and improvement of a 40-mile segment of US 24 between New Haven, Indiana and Defiance, Ohio are proposed. US 24 is a major east-west transportation corridor through the Midwestern United States, linking Michigan and Colorado. The eastern portion, which includes the study corridor, traverses northern Indiana and northwestern Ohio, providing the most direct access between Fort Wayne, Indiana and Toledo, Ohio. US 24 also provides direct connections to Interstate 69(I-69)/I-469, I-80/90, and I-75, enabling the motoring public to reach destinations northward into the Great Lakes region and Canada as well as other large cities on the eastern seaboard. The segment between New Haven and Defiance is currently a two-lane roadway characterized by congestion and safety-related problems as a result of inadequate capacity to accommodate current traffic demand. The facility does not meet current design standards for travel widths, provision of shoulders, roadway curvature, sight distances, and travel speed. Twenty-six alternatives, including a No-Build alternative, are considered in this draft EIS. The preferred alternative (Alternative D-1) would provide for a 36.4-mile-long four-lane divided, limited-access expressway on new alignment. The expressway would provide for two lanes in each direction, separated by a 82-foot-wide grass media in Indiana and a 60-foot-wide median in Ohio. Access to the expressway would be limited to one interchange at State Route 424 and several at-grade intersections located at junctions with state routes, frequently traveled roads, and roads that provide access across the Maumee River. The design for the facility would include an expanded rights-of-way footprint between I-469 and the Indiana/Ohio state line to allow for future freeway development in Indiana. The project would have a design speed of 70 miles per hour. Costs of implementation of the freeway, expressway, and freeway/expressway designs are estimated at $230.8 million, $171.7 million, and $221.7 million, respectively. POSITIVE IMPACTS: The improvement of US 24 would enhance traffic flow and level of service on the affected segment; reduce travel times between project termini, improve roadway safety, enhance the regional transportation network, and accommodate future economic growth in the region to enhance the competitiveness of local and regional businesses. NEGATIVE IMPACTS: Rights-of-way requirements for the preferred alternative would result in the displacement of 51 residential properties, two commercial properties, 57.9 acres of residential land, 10.3 acres of community /public use areas, 2.6 acres of commercial land, 1,426.8 acres of agricultural land, and 130 acres of open space and undeveloped land. The project would encroach on 69.2 acres of 100-year floodplain, 22.5 acres of wetlands, 75.4 acres of forested upland, and 87.7 acres within wood lots. The facility would traverse 26 streams and affect 20,189 linear feet of stream. Three historic sites that are potentially eligible for inclusion on the National Register of Historic Places would be affected. Construction activities would encounter nine hazardous materials/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: 030443, pages, 2003 PY - 2003 KW - Roads and Railroads KW - Agency number: FHWA-OD-EIS-03-03-D KW - Bridges KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Open Space KW - Parks KW - Relocations-Property Acquisitions KW - Safety KW - Transportation KW - Wetlands KW - Indiana KW - Ohio KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36434865?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-01-01&rft.volume=&rft.issue=&rft.spage=ages&rft.isbn=&rft.btitle=US+24%2C+INTERSTATE+469+IN+NEW+HAVEN%2C+INDIANA+TO+OHIO+ROUTE+15+IN+DEFIANCE%2C+OHIO.&rft.title=US+24%2C+INTERSTATE+469+IN+NEW+HAVEN%2C+INDIANA+TO+OHIO+ROUTE+15+IN+DEFIANCE%2C+OHIO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Columbus, Ohio; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: 2003 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - US 24, INTERSTATE 469 IN NEW HAVEN, INDIANA TO OHIO ROUTE 15 IN DEFIANCE, OHIO. [Part 1 of 1] T2 - US 24, INTERSTATE 469 IN NEW HAVEN, INDIANA TO OHIO ROUTE 15 IN DEFIANCE, OHIO. AN - 36353521; 10432-030443_0001 AB - PURPOSE: The widening and improvement of a 40-mile segment of US 24 between New Haven, Indiana and Defiance, Ohio are proposed. US 24 is a major east-west transportation corridor through the Midwestern United States, linking Michigan and Colorado. The eastern portion, which includes the study corridor, traverses northern Indiana and northwestern Ohio, providing the most direct access between Fort Wayne, Indiana and Toledo, Ohio. US 24 also provides direct connections to Interstate 69(I-69)/I-469, I-80/90, and I-75, enabling the motoring public to reach destinations northward into the Great Lakes region and Canada as well as other large cities on the eastern seaboard. The segment between New Haven and Defiance is currently a two-lane roadway characterized by congestion and safety-related problems as a result of inadequate capacity to accommodate current traffic demand. The facility does not meet current design standards for travel widths, provision of shoulders, roadway curvature, sight distances, and travel speed. Twenty-six alternatives, including a No-Build alternative, are considered in this draft EIS. The preferred alternative (Alternative D-1) would provide for a 36.4-mile-long four-lane divided, limited-access expressway on new alignment. The expressway would provide for two lanes in each direction, separated by a 82-foot-wide grass media in Indiana and a 60-foot-wide median in Ohio. Access to the expressway would be limited to one interchange at State Route 424 and several at-grade intersections located at junctions with state routes, frequently traveled roads, and roads that provide access across the Maumee River. The design for the facility would include an expanded rights-of-way footprint between I-469 and the Indiana/Ohio state line to allow for future freeway development in Indiana. The project would have a design speed of 70 miles per hour. Costs of implementation of the freeway, expressway, and freeway/expressway designs are estimated at $230.8 million, $171.7 million, and $221.7 million, respectively. POSITIVE IMPACTS: The improvement of US 24 would enhance traffic flow and level of service on the affected segment; reduce travel times between project termini, improve roadway safety, enhance the regional transportation network, and accommodate future economic growth in the region to enhance the competitiveness of local and regional businesses. NEGATIVE IMPACTS: Rights-of-way requirements for the preferred alternative would result in the displacement of 51 residential properties, two commercial properties, 57.9 acres of residential land, 10.3 acres of community /public use areas, 2.6 acres of commercial land, 1,426.8 acres of agricultural land, and 130 acres of open space and undeveloped land. The project would encroach on 69.2 acres of 100-year floodplain, 22.5 acres of wetlands, 75.4 acres of forested upland, and 87.7 acres within wood lots. The facility would traverse 26 streams and affect 20,189 linear feet of stream. Three historic sites that are potentially eligible for inclusion on the National Register of Historic Places would be affected. Construction activities would encounter nine hazardous materials/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: 030443, pages, 2003 PY - 2003 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-OD-EIS-03-03-D KW - Bridges KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Open Space KW - Parks KW - Relocations-Property Acquisitions KW - Safety KW - Transportation KW - Wetlands KW - Indiana KW - Ohio KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36353521?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-01-01&rft.volume=&rft.issue=&rft.spage=ages&rft.isbn=&rft.btitle=US+24%2C+INTERSTATE+469+IN+NEW+HAVEN%2C+INDIANA+TO+OHIO+ROUTE+15+IN+DEFIANCE%2C+OHIO.&rft.title=US+24%2C+INTERSTATE+469+IN+NEW+HAVEN%2C+INDIANA+TO+OHIO+ROUTE+15+IN+DEFIANCE%2C+OHIO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Columbus, Ohio; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: 2003 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - At CDOT We're Keeping the Water Running AN - 224387756 AB - I anticipate the industry's biggest challenge in 2003 will be to maintain an effective, educated and strong workforce. Hopefully, at CDOT we can provide enough project activity for our contractors to maintain a quality workforce so that when the economy recovers, the people will also be there and ready to work. CDOT was faced with budget reductions at all levels. Our continued gas tax appropriations at both the state and federal levels were not what we were hoping for. The difficulties were expanded when CDOT didn't receive its portion of state motor vehicle-related sales tax revenues. The Transportation Commission, CDOT's governing board, did issue nearly $220 million in bonds in an effort to maintain current construction and maintenance programs and to bridge what could have been a devastating construction season. JF - Colorado Construction AU - Tom Norton Executive Director Colorado Department of Transportation Y1 - 2003/01// PY - 2003 DA - Jan 2003 SP - 23 CY - Denver PB - McGraw Hill Publications Company VL - 6 IS - 1 SN - 15469964 KW - Building And Construction UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/224387756?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Aabidateline&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Colorado+Construction&rft.atitle=At+CDOT+We%27re+Keeping+the+Water+Running&rft.au=Tom+Norton+Executive+Director+Colorado+Department+of+Transportation&rft.aulast=Tom+Norton+Executive+Director+Colorado+Department+of+Transportation&rft.aufirst=&rft.date=2003-01-01&rft.volume=6&rft.issue=1&rft.spage=23&rft.isbn=&rft.btitle=&rft.title=Colorado+Construction&rft.issn=15469964&rft_id=info:doi/ LA - English DB - ProQuest Central N1 - Copyright - Copyright 2003 The McGraw-Hill Companies, Inc. N1 - Last updated - 2014-05-21 ER - TY - JOUR T1 - Pilot's Visual Acquisition of Traffic: Operational Communication From an In-Flight Evaluation of a Cockpit Display of Traffic Information AN - 21057286; 5719864 AB - The aviation community is interested in how use of cockpit displays of traffic information (CDTI) may enable pilots to acquire, identify, verify, and maintain predefined spacing intervals from other aircraft and influence air traffic control (ATC)-pilot communication and workload. In July 1999, as part of an operational evaluation, pilots flew 67 airport traffic patterns (20 CDTI not in use, 47 CDTI in use). Routine ATC procedures were retained. Pilots were trained to augment responses to ATC traffic calls with traffic call signs. An analysis of 1,127 pilot-controller messages revealed CDTI increased collaboration, reduced frequency congestion, resulted in more responsive pilot reports, and increased visual acquisitions. However, 4% of the traffic-related messages contained problems stemming from the call sign procedure. In light of the findings, the call sign procedure is undergoing modification and reevaluation before implementation. JF - International Journal of Aviation Psychology AU - Prinzo, O V AD - FAA Civil (Aerospace Medica) Institute, P.O. Box 25082, AAM-510, Oklahoma City, OK 73125, USA, roni.prinzo@faa.gov Y1 - 2003 PY - 2003 DA - 2003 SP - 211 EP - 231 VL - 13 IS - 3 SN - 1050-8414, 1050-8414 KW - Health & Safety Science Abstracts KW - traffic KW - Communications KW - pilots KW - Aircraft KW - air traffic control KW - Airports KW - working conditions KW - H 2000:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/21057286?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ahealthsafetyabstracts&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=International+Journal+of+Aviation+Psychology&rft.atitle=Pilot%27s+Visual+Acquisition+of+Traffic%3A+Operational+Communication+From+an+In-Flight+Evaluation+of+a+Cockpit+Display+of+Traffic+Information&rft.au=Prinzo%2C+O+V&rft.aulast=Prinzo&rft.aufirst=O&rft.date=2003-01-01&rft.volume=13&rft.issue=3&rft.spage=211&rft.isbn=&rft.btitle=&rft.title=International+Journal+of+Aviation+Psychology&rft.issn=10508414&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-12-01 N1 - Last updated - 2015-03-30 N1 - SubjectsTermNotLitGenreText - Communications; traffic; air traffic control; Aircraft; pilots; Airports; working conditions ER - TY - JOUR T1 - Effect of vehicle and crash factors on older occupants AN - 19205678; 5778397 AB - Problem: The expected substantial increase in people aged 65 or older is important for those concerned about transportation injuries. However, much of the previous research concentrates on older drivers and overlooks the fact that vehicle and crash factors may provide significant explanations of older occupant injury rates. Method: Differences across age groups are explored using two nationwide travel surveys, crash involvement, fatalities, and injuries from crash databases and an ordered probit model of injury severity. Results and Discussion: Two noticeable differences that help explain injury risk are that older people are more likely to travel in passenger cars than younger people who frequently use light trucks, and that seriously injured older occupants are more likely to be involved in side-impact crashes than their younger counterparts. Impact: Increased attention to vehicle engagement in side-impact crashes and to vehicle technologies that can help drivers avoid side collisions would be particularly helpful for older occupants. JF - Journal of Safety Research AU - Austin, R A AU - Faigin, B M AD - National Highway Traffic Safety Administration, U.S. Department of Transportation, Room 5320, 400 7th Street, Southwest, Washington, DC 20590, USA, raustin@nhtsa.dot.gov Y1 - 2003 PY - 2003 DA - 2003 SP - 441 EP - 452 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 - 34 IS - 4 SN - 0022-4375, 0022-4375 KW - driving ability KW - elderly KW - traffic safety KW - Health & Safety Science Abstracts; Risk Abstracts KW - Injuries KW - Motor vehicles KW - Accidents KW - R2 23020:Technological risks KW - H 2000:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/19205678?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ariskabstracts&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Journal+of+Safety+Research&rft.atitle=Effect+of+vehicle+and+crash+factors+on+older+occupants&rft.au=Austin%2C+R+A%3BFaigin%2C+B+M&rft.aulast=Austin&rft.aufirst=R&rft.date=2003-01-01&rft.volume=34&rft.issue=4&rft.spage=441&rft.isbn=&rft.btitle=&rft.title=Journal+of+Safety+Research&rft.issn=00224375&rft_id=info:doi/10.1016%2Fj.jsr.2003.09.004 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2006-11-01 N1 - Last updated - 2011-12-13 N1 - SubjectsTermNotLitGenreText - Motor vehicles; Accidents; Injuries DO - http://dx.doi.org/10.1016/j.jsr.2003.09.004 ER - TY - JOUR T1 - Understanding How Pilots Make Weather-Related Decisions AN - 18714901; 5599181 AB - The decision-making strategies of pilots were examined using a linear modeling technique. Three hundred twenty-six American, 104 Norwegian, and 51 Australian pilots completed a scenario-based judgment task in which they assigned a comfort rating to each of 27 weather scenarios for each of three routes. These data were then used to develop individual regression equations, for each pilot, that described the information combination process used to assign the comfort ratings. The results demonstrate the use of a consistent weather decision model among pilots in these diverse groups. Intercorrelations of mean comfort levels for the 27 scenarios were very high, and each group demonstrated a similar pattern of information use. For each group, the compensatory models of information utilization were favored over noncompensatory models. The results suggest that pilots share a common model for the use of weather information and that training interventions may be equally effective across countries. JF - International Journal of Aviation Psychology AU - Hunter AU - Martinussen, M AU - Wiggins, M AD - FAA Office of Aviation Medicine, AAM-240, 800 Independence Ave., S. W., Washington, DC 20591, USA, david.hunter@faa.gov Y1 - 2003 PY - 2003 DA - 2003 SP - 73 EP - 87 VL - 13 IS - 1 SN - 1050-8414, 1050-8414 KW - pilots KW - Risk Abstracts; Health & Safety Science Abstracts KW - H 2000:Transportation KW - R2 23110:Psychological aspects UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/18714901?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ariskabstracts&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=International+Journal+of+Aviation+Psychology&rft.atitle=Understanding+How+Pilots+Make+Weather-Related+Decisions&rft.au=Hunter%3BMartinussen%2C+M%3BWiggins%2C+M&rft.aulast=Hunter&rft.aufirst=&rft.date=2003-01-01&rft.volume=13&rft.issue=1&rft.spage=73&rft.isbn=&rft.btitle=&rft.title=International+Journal+of+Aviation+Psychology&rft.issn=10508414&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2006-11-01 N1 - Last updated - 2011-12-13 ER - TY - JOUR T1 - Fire-resistant cyanate ester-epoxy blends AN - 17971924; 5908062 AB - The cure chemistry, thermal stability and fire behaviour of a series of fire-resistant cyanate ester-epoxy blends were examined. The dicyanate and diepoxide of 1, 1-dichloro-2, 2-bis(4-hydroxyphenyl)ethylene (bisphenol-C, BPC) were combined in various molar ratios and the reaction chemistry was monitored using Fourier transform infrared spectroscopy (FTIR) and differential scanning calorimetry (DSC). The fire behaviour of the BPC cyanate-epoxy blends was studied in flaming and non-flaming combustion, using OSU calorimetry and pyrolysis-combustion flow calorimetry (PCFC), respectively. JF - Fire and Materials AU - Walters, Richard N AU - Lyon, Richard E AD - Galaxy Scientific Corporation, 3120 Fire Road, Egg Harbor Township, New Jersey 08234, U.S.A., richard.n.walters@faa.gov Y1 - 2003 PY - 2003 DA - 2003 SP - 183 EP - 194 PB - John Wiley & Sons, Inc., 111 River Street Hoboken NJ 07030 USA, [mailto:custserv@wiley.com], [URL:http://www.wiley.com/] VL - 27 IS - 4 SN - 0308-0501, 0308-0501 KW - cyanate ester-epoxy blends KW - Health & Safety Science Abstracts KW - Materials testing KW - Flammability KW - Combustion KW - H 7000:Fire Safety UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/17971924?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ahealthsafetyabstracts&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Fire+and+Materials&rft.atitle=Fire-resistant+cyanate+ester-epoxy+blends&rft.au=Walters%2C+Richard+N%3BLyon%2C+Richard+E&rft.aulast=Walters&rft.aufirst=Richard&rft.date=2003-01-01&rft.volume=27&rft.issue=4&rft.spage=183&rft.isbn=&rft.btitle=&rft.title=Fire+and+Materials&rft.issn=03080501&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2006-11-01 N1 - Last updated - 2011-12-13 N1 - SubjectsTermNotLitGenreText - Materials testing; Flammability; Combustion ER - TY - JOUR T1 - Fire-resistant elastomers AN - 17963639; 5908063 AB - The molecular design of semi-inorganic polymers has produced polysilphenylene-siloxane and polyphosphazene elastomers having comparable fire safety to heat resistant engineering plastics. In flaming combustion a polyphosphazene rubber had a four times lower peak heat release rate than the polyurethane elastomer currently used in fire-blocked aircraft seat cushions. The addition of expandable graphite flakes to polyurethane and polyphosphazene elastomers reduces their peak heat release rates by factors of seven and five, respectively. JF - Fire and Materials AU - Lyon, Richard E AU - Speitel, Louise AU - Walters, Richard N AU - Crowley, Sean AD - Fire Safety Branch AAR-440, Federal Aviation Administration, W.J. Hughes Technical Center, Atlantic City International Airport, NJ 08405, U.S.A., richard.e.lyon@faa.gov Y1 - 2003 PY - 2003 DA - 2003 SP - 195 EP - 208 PB - John Wiley & Sons, Inc., 111 River Street Hoboken NJ 07030 USA, [mailto:custserv@wiley.com], [URL:http://www.wiley.com/] VL - 27 IS - 4 SN - 0308-0501, 0308-0501 KW - elastomers KW - Health & Safety Science Abstracts KW - heat tolerance KW - Materials testing KW - Flammability KW - H 7000:Fire Safety UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/17963639?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ahealthsafetyabstracts&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Fire+and+Materials&rft.atitle=Fire-resistant+elastomers&rft.au=Lyon%2C+Richard+E%3BSpeitel%2C+Louise%3BWalters%2C+Richard+N%3BCrowley%2C+Sean&rft.aulast=Lyon&rft.aufirst=Richard&rft.date=2003-01-01&rft.volume=27&rft.issue=4&rft.spage=195&rft.isbn=&rft.btitle=&rft.title=Fire+and+Materials&rft.issn=03080501&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2006-11-01 N1 - Last updated - 2011-12-13 N1 - SubjectsTermNotLitGenreText - heat tolerance; Materials testing; Flammability ER - TY - RPRT T1 - WOODHAVEN ROAD PROJECT, PHILADELPHIA, BUCKS, AND MONTGOMERY COUNTIES, PENNSYLVANIA. AN - 16359824; 10110 AB - PURPOSE: The completion of the Woodhaven Road/Pennsylvania (PA) Expressway in Philadelphia, Bucks, and Montgomery counties, Pennsylvania is proposed. The study corridor is located in Northeast Philadelphia, Philadelphia County; the lower and upper Moreland Township and Bryn Athyn Borough, Montgomery County; and upper and the lower Southhampton townships, Bucks County. Currently, the expressway ends in northeast Philadelphia in the Somerton section of the city near the orders of Bucks and Montgomery counties. Structural deficiencies at some points along the study corridor and congestion within the corridor that contributes to accidents involving other motor vehicles and pedestrians. Four build alternatives and a No-Build Alternative are considered in this draft EIS. The proposed action would transition between a six-lane limited access expressway and a free-access local road network through a series of strategic improvements. Regardless of the build alternative chosen, the project would provide for the replacement of the temporary structure that carries Byberry Road over the CSX-Trenton Line tracks, which would also be provided under the No-Build Alternative; widening of County Line Road to four lanes from South Buck Road to a point 1,000 feet west of New Road; widening of County Line Road to five lanes from Pine Road to South Buck Road; widening of Huntingdon Pike to four lanes from south of Byberry Road to north of County Line Road; extension of Northeast Boulevard north to Byberry Road at Worthington Road; extension of Hornig Road; and improvement of a number of intersections throughout the project study areas. Variations across build alternatives involve alignment and variations in improvements to the local road network. Depending on the build alternative selected, estimated project costs range from $74.1 million to $134.1 million. Cost of bridge construction under the No-Build Alternative is estimated at $5.0 million. POSITIVE IMPACTS: Completion of the expressway would relieve congestion on Byberry Road between Roosevelt Boulevard and Huntingdton Pike, a distance of approximately four miles; provide for improvements to Huntingdon Pike; replace the temporary bridge over the CSX-Trenton Line tracts located on Byberry Road just east of the intersection with Worthington Road with a safe permanent structure; improve traffic safety within the corridor; improve a two-lane section of County Line Road between Buck Road to a point just west of New Road, a distance of two miles; and improve traffic collection and distribution in the area. Eleven failing intersections would be improved to satisfactory levels of service. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of two to 40 residences and 23 to 34 businesses, 0.63 to 4.27 acres of wetlands within two to five sites, 19.6 to 39.8 acres of forested wildlife habitat, 0.51 to 1.22 acres of floodplain. One or two stream relocations would be required, and one bridge crossing under two of the alternatives would result in the shading of the traversed stream. Numerous noise sensitive areas would be exposed to noise levels in excess of federal standards. Three or four archaeological sites and would lie within the construction corridor, and five historic sites would be adversely affected under one alternative. Annual tax revenues would decline by $129,566 to $192,438. Construction workers would encounter six or seven hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 030233, 489 pages and maps, ay 13, 2003 PY - 2003 KW - Roads and Railroads KW - Agency number: FHWA-PA-EIS-03-02-D KW - Archaeological Sites KW - Bridges KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessment KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 404(b) Statements KW - Streams KW - Traffic Analyses 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/16359824?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-01-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WOODHAVEN+ROAD+PROJECT%2C+PHILADELPHIA%2C+BUCKS%2C+AND+MONTGOMERY+COUNTIES%2C+PENNSYLVANIA.&rft.title=WOODHAVEN+ROAD+PROJECT%2C+PHILADELPHIA%2C+BUCKS%2C+AND+MONTGOMERY+COUNTIES%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Harrisburg, Pennsylvania; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: ay 13, 2003 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - STATE HIGHWAY 121 FROM INTERSTATE HIGHWAY 30 TO FM 1187 IN TARRANT COUNTY, TEXAS. AN - 36439140; 9878 AB - PURPOSE: The construction of a segment of 15.1 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 forntage 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. Five alternatives, including a No-Build Alternative, are considered in this draft EIS. Cost of the ultimate facility is estimated at $290 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). JF - EPA number: 030000, 821 pages and maps, December 31, 2002 PY - 2002 KW - Roads and Railroads KW - Agency number: FHWA-TX-EIS-99-05-D KW - Air Quality KW - Coastal Zone KW - Endangered Species KW - Highway Structures KW - Highways KW - Noise KW - Relocations-Property Acquisitions KW - Safety KW - Socioeconomic Aspects KW - Traffic Analyses KW - Transportation KW - Vegetation KW - Visual Resources KW - Water Quality 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 of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36439140?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-12-31&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 - Draft. Preparation date: December 31, 2002 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 1 of 2] T2 - STATE HIGHWAY 121 FROM INTERSTATE HIGHWAY 30 TO FM 1187 IN TARRANT COUNTY, TEXAS. AN - 36378557; 9878-030000_0001 AB - PURPOSE: The construction of a segment of 15.1 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 forntage 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. Five alternatives, including a No-Build Alternative, are considered in this draft EIS. Cost of the ultimate facility is estimated at $290 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). JF - EPA number: 030000, 821 pages and maps, December 31, 2002 PY - 2002 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-TX-EIS-99-05-D KW - Air Quality KW - Coastal Zone KW - Endangered Species KW - Highway Structures KW - Highways KW - Noise KW - Relocations-Property Acquisitions KW - Safety KW - Socioeconomic Aspects KW - Traffic Analyses KW - Transportation KW - Vegetation KW - Visual Resources KW - Water Quality 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 of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36378557?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-12-31&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 - Draft. Preparation date: December 31, 2002 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 2] T2 - STATE HIGHWAY 121 FROM INTERSTATE HIGHWAY 30 TO FM 1187 IN TARRANT COUNTY, TEXAS. AN - 36365669; 9878-030000_0002 AB - PURPOSE: The construction of a segment of 15.1 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 forntage 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. Five alternatives, including a No-Build Alternative, are considered in this draft EIS. Cost of the ultimate facility is estimated at $290 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). JF - EPA number: 030000, 821 pages and maps, December 31, 2002 PY - 2002 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-TX-EIS-99-05-D KW - Air Quality KW - Coastal Zone KW - Endangered Species KW - Highway Structures KW - Highways KW - Noise KW - Relocations-Property Acquisitions KW - Safety KW - Socioeconomic Aspects KW - Traffic Analyses KW - Transportation KW - Vegetation KW - Visual Resources KW - Water Quality 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 of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36365669?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-12-31&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 - Draft. Preparation date: December 31, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - THE NEW I-64, ST. LOUIS AND ST. LOUIS COUNTY, MISSOURI. AN - 36412734; 9871 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 ad 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 $653 million to $757 million, depending on the funding scenario. 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 122 single-family residences, 138 multifamily residences, and 47 businesses. Partial acquisitions would affect 123 single-family residences, two multi-family residences, 28 businesses, and 15 public/semi-public facilities. Three parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 12.87 acres. Traffic-generated noise would exceed federal standards in the vicinity of 320 dwelling units. Ten streams would be traversed, impacting 3,150 linear feet of channel and 0.06 acre of 1.3 acres of floodplain. The project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect nine architecturally significant structures, and four historically significant bridges, and two historic districts 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). JF - EPA number: 020529, Volume 1--621 pages and maps, Volume 2--244 pages and maps, December 23, 2002 PY - 2002 KW - Roads and Railroads KW - Agency number: FHWA-MO-EIS-02-02-D KW - Cost Assessments 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/36412734?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-12-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=THE+NEW+I-64%2C+ST.+LOUIS+AND+ST.+LOUIS+COUNTY%2C+MISSOURI.&rft.title=THE+NEW+I-64%2C+ST.+LOUIS+AND+ST.+LOUIS+COUNTY%2C+MISSOURI.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Jefferson City, Missouri; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: December 23, 2002 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - ROUTE 17, SOUTH OF ROUTE O TO SOUTH OF HOWELL COUNTY LINE, BRIDGE REPLACEMENT, TEXAS COUNTY, MISSOURI (JOB NUMBER J9P440). AN - 36417555; 9867 AB - PURPOSE: The improvement of two miles of Route 17 on a new location in Texas County, Missouri is proposed. The project termini are a point 0.5 mile south of the Howell County line and a point approximately 1.5 miles north of the Howell County Line. The project would include the replacement of existing Bridge J-665 over the Jacks Fork River. The new facility would consist of a two-lane highway with a design speed of 50 miles per hour. The existing route is characterized by kksubstandard vertical and horizontal alignment and Bridge J-665 is functionally obsolete. The section of the roadway immediately north and south of the existing bridge has an accident rate that is higher than the statewide average. The route also accommodates a substantial volume of track traffic, requiring that the bridge be kept open during construction and the new facility be constructed on a new location parallel to the existing facility. Nine alternatives, including a No-Built Alternative, are considered in this draft EIS. The build alternatives range in length from 1.14 miles to 8.98 miles. The dimension of the Jacks Fort River crossing range from 160 feet to 30 feet in height and from 600 to 1,085 feet in length. Depending on the alternative considered, cost of the project ranges from $4.7 million to $21.8 million. POSITIVE IMPACTS: Relocation of the highway and replacement of the bridge would improve safety along this section of Route 17 and increase operating efficiencies, leading to a reduction in congestion and emissions of air pollutants. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of up to three commercial structures and 30 residences, 5.22 acres of wetlands, and 32 acres of parkland. The highway would traverse one to nine streams and affect sensitive biological resources. Up to seven caves and three sinkholes could be affected. The existing bridge, which is eligible for inclusion on the National Register of Historic Places, would be demolished, and three to 17 architecturally significant structures and up to 12 archaeological resource sites could be affected. The new bridge would mar visual aesthetics in the vicinity of the 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: 020524, 578 pages and maps, December 19, 2002 PY - 2002 KW - Roads and Railroads KW - Agency number: FHWA-MO-EIS-02-01-D KW - Air Quality KW - Archaeological Sites KW - Bridges KW - Highways KW - Historic Sites KW - Highway Structures KW - Parks KW - Relocations-Property Acquisitions KW - Safety KW - Streams KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Missouri KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36417555?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-12-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ROUTE+17%2C+SOUTH+OF+ROUTE+O+TO+SOUTH+OF+HOWELL+COUNTY+LINE%2C+BRIDGE+REPLACEMENT%2C+TEXAS+COUNTY%2C+MISSOURI+%28JOB+NUMBER+J9P440%29.&rft.title=ROUTE+17%2C+SOUTH+OF+ROUTE+O+TO+SOUTH+OF+HOWELL+COUNTY+LINE%2C+BRIDGE+REPLACEMENT%2C+TEXAS+COUNTY%2C+MISSOURI+%28JOB+NUMBER+J9P440%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Jefferson City, Missouri; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: December 19, 2002 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - SLINGERLANDS BYPASS EXTENSION (NYS ROUTE 85) - P.I.N. 1125.19 - CHERRY AVENUE EXTENSION TO ALBAY CITY LINE, TOWN OF BETHLEMEN, ALBANY COUNTY, NEW YORK. AN - 16360755; 9863 AB - PURPOSE: The extension of the Slingerlands Bypass (State Route (SR) 85), from SR 140 (Cherry Avenue Extension) to the Albany city line, in the town of Bethlehem, Albany County, New York is proposed. More specifically, the project limits would extend from the intersection of New Scotland Road (SR 85) and Cherry Avenue Extension (SR 140) north to a point just north of the SR 85 bridge over the New York State Thruway. Approximately 4,200 feet of new four-lane, divided highway would be constructed, along with the widening of the remaining 10,200 feet of the existing two-lane, undivided highway to create a four-lane, divided highway. Additional intersection improvements would be made to New Scotland Road, Cherry Avenue Extension, La Grange Road, Maher Road, and Blessing Road. A multi-use pedestrian/bicycle path would be provided to connect the New Scotland/Cherry Avenue Extension with the Blessing Road /Slingerlands Bypass intersection. Several alternatives, including a No Action Alternative, are considered in this draft EIS. Cost of the preferred alternative is estimated at $16 million. POSITIVE IMPACTS: In addition to increasing transportation capacity along the corridor, the project would redistribute heavy commuter traffic from New Scotland Road, a minor arterial, to the Slingerlands Bypass, a major arterial. As a result of a 57 percent reduction in traffic volume along the route and a reduction in free flow speed due to a proposed traffic signal, noise levels on New Scotland Avenue would decline by one to four decibels. Air quality along New Scotland Road between Cherry Avenue Extension and Maher Road West would decline by 40 percent during peak hour periods. The multi-use path would connect the North Bethlehem neighborhoods to the remainder of the Hamlets of Delmar and Slingerlands. NEGATIVE IMPACTS: Rights-way-requirements would result in the displacement of 18.8 acres of prime farmland and 2.77 acres of federally regulated wetlands and the associated vegetation and wildlife habitat, though these impacts would e mitigated through creation of wetlands within the project corridor. The project alignment would bisect a 31.7-acre parcel with development potential, and relocate access to the Breeze property to new Scotland Road. Traffic-generated noise levels would exceed federal standards in the vicinity of 55 residential and three commercial properties, though two noise barriers along the east side of the bypass north of Blessing Road would mitigate noise impacts for all but two residential and three commercial sites. The new facility would result in more open views from areas that are currently wooded or have limited views within the project area. [LEG]Federal Water Pollution Control Act of 1972 (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: 020520, Draft EIS and Appendices A-D--321 pages and maps, Appendix E--91 pages and maps, Appendix F--42 pages and maps, Appendix G--99 pages, Appendix H--41 pages and maps, Appendix I--119 pages and maps, December 16, 2002 PY - 2002 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-02-01-D KW - Air Quality Assessments KW - Energy Consumption Assessments KW - Farmlands KW - Health Hazard Analyses KW - Highways KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Traffic Analyses KW - Transportation KW - Vegetation KW - Visual Resources KW - Visual Resources Surveys KW - Wetlands KW - Wildlife Habitat KW - New York KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16360755?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-12-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SLINGERLANDS+BYPASS+EXTENSION+%28NYS+ROUTE+85%29+-+P.I.N.+1125.19+-+CHERRY+AVENUE+EXTENSION+TO+ALBAY+CITY+LINE%2C+TOWN+OF+BETHLEMEN%2C+ALBANY+COUNTY%2C+NEW+YORK.&rft.title=SLINGERLANDS+BYPASS+EXTENSION+%28NYS+ROUTE+85%29+-+P.I.N.+1125.19+-+CHERRY+AVENUE+EXTENSION+TO+ALBAY+CITY+LINE%2C+TOWN+OF+BETHLEMEN%2C+ALBANY+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: December 16, 2002 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - APPALACHIAN CORRIDOR H, PARSONS-TO-DAVIS, TUCKER COUNTY, WEST VIRGINIA (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF APRIL 1996). AN - 16362288; 9853 AB - PURPOSE: The construction of approximately 10 miles of highway within Corridor H between Parsons and Davis in Tucker County, West Virginia is proposed in this supplement to the April 1996 final EIS on the construction of 100 miles of highway within the corridor from Elkins, West Virginia to just west of the Virginia state line. As a result of legal challenges a settlement agreement required the West Virginia Department of Transportation in conjunction with the Federal Highway Administration to alter the original 1996 construction plan with respect to highway alignment. This draft EIS considers a No-Build Alternatives, an improved roadway alternative, originally preferred alternative, and six avoidance alignments. A truck route option was also considered as an addition to the originally preferred alternative and one of the avoidance alignment. The alignments vary in length from nine miles to 11.2 miles, while the truck route option would extend 1.8 miles. Under any of the primary build alternatives, the project would provide a four-lane, partially controlled access facility. Cost estimates for the primary build alternatives range from $93.5 million to $189.9 million. Cost of the truck route option is estimated at $1.8 million. POSITIVE IMPACTS: The highway would provide a safe, high-speed, high-capacity connection between the project termini; promote economic development in the study area, reduce truck traffic on existing routes; and improve emergency response times and access to emergency facilities. NEGATIVE IMPACTS: Depending on the alternative selected, rights-of-way requirements for the project could displace one landfill facility and one residence, and 0.78 to 8.07 acres of wetlands, up to 3.4 acres of floodplain. The project could eliminate 892 to 1,400 wildlife habitat units. From 553 to 6,016 linear feet of stream. Habitat for the federally protected West Virginia northern flying squirrel would be affected, as would habitat within the Monongahela National Forest. One to six visually sensitive sites would be affected. Noise standards would be violated in the vicinity of 12 to 14 sensitive receptor sites. Energy consumption within the corridor would increase substantially. Construction activities would occur within 1.8 to 11.2 acres likely to contain archaeological sites and within 3.6 to 8.1 acres with some likelihood of containing such resources. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft EIS, a draft supplement, and the final EIS, see 92-4087D, Volume 16, Number 6; 94-0510D, Volume 18, Number 6; and 96-0178F, Volume 20, Number 2, respectively. JF - EPA number: 020510, 721 pages and maps, December 11, 2002 PY - 2002 KW - Roads and Railroads KW - Agency number: FHWA-WV-EIS-92-01-SD KW - Archaeological Sites KW - Bridges KW - Endangered Species (Animals) KW - Energy Consumption KW - Floodplains KW - Forests KW - Highways KW - Highway Structures KW - Landfills KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Streams KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Monongahela National Forest KW - West Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16362288?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-12-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=APPALACHIAN+CORRIDOR+H%2C+PARSONS-TO-DAVIS%2C+TUCKER+COUNTY%2C+WEST+VIRGINIA+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+APRIL+1996%29.&rft.title=APPALACHIAN+CORRIDOR+H%2C+PARSONS-TO-DAVIS%2C+TUCKER+COUNTY%2C+WEST+VIRGINIA+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+APRIL+1996%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Charleston, West Virginia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: December 11, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SLINGERLANDS BYPASS EXTENSION (NYS ROUTE 85) - P.I.N. 1125.19 - CHERRY AVENUE EXTENSION TO ALBANY CITY LINE, TOWN OF BETHLEHEM, ALBANY COUNTY, NEW YORK. AN - 36431138; 11306 AB - PURPOSE: The extension of the Slingerlands Bypass (State Route (SR) 85), from SR 140 (Cherry Avenue Extension) to the Albany city line, in the town of Bethlehem, Albany County, New York is proposed. More specifically, the project limits would extend from the intersection of New Scotland Road (SR 85) and Cherry Avenue Extension (SR 140) north to a point just north of the SR 85 bridge over the New York State Thruway. Approximately 4,200 feet of new four-lane, divided highway would be constructed, along with the widening of the remaining 10,200 feet of the existing two-lane, undivided roadway to create a four-lane, divided highway. Additional intersection improvements would be made to New Scotland Road, Cherry Avenue Extension, La Grange Road, Maher Road, and Blessing Road. A multi-use pedestrian/bicycle path would be provided to connect the New Scotland/Cherry Avenue Extension with the Blessing Road/Slingerlands Bypass intersection. Pedestrian accommodations would also be added to New Scotland Road between the Cherry Avenue Extension and Norman Kill. Several alternatives, including a No Action Alternative, are considered in this final EIS. The preferred alternative (Alternative 3F) would consist of construction of a four-lane bypass extension on new alignment and the construction of two additional lanes and the necessary structures over the Normans Kill and HYS Thruways, alongside the Slingerlands Bypass. The overall length, from the intersection with New Scotland Road/Cherry Avenue Extension to the Albany city line, is approximately 14,390 feet or 2.7 miles. of which 4,220 feet of 0.8 miles are on new alignment. The bypass would be functionally classified as an urban arterial and would feature limited-access between the Cherry Avenue Extension and Blessing Road, and will be without access north of Blessing Road. Both New Scotland Road and the Slingerlands Bypass (NYS Route 84) are currently accesses highways within the project limits and the extension of the bypass to constitute an access highway upon completion of the project. Cost of the preferred alternative for a two-phase project is estimated at $22.75 million. POSITIVE IMPACTS: In addition to increasing transportation capacity along the corridor, the project would redistribute heavy commuter traffic from New Scotland Road, a minor arterial, to the Slingerlands Bypass, a major arterial. As a result of a 57 percent reduction in traffic volume and a reduction in free flow speed due to a proposed traffic signal would result in a reduction in traffic-generated noise by one to four decibels on the A-weighted scale. Air pollutants along New Scotland Road between Cherry Avenue Extension and Maher Road West would decline by 40 percent during peak hour periods, preventing air quality standards violations. The multi-use path would connect the North Bethlehem neighborhoods to the remainder of the Hamlets of Delmar and Slingerlands. NEGATIVE IMPACTS: Rights-way-requirements would result in the displacement of 18.8 acres of prime farmland and 2.77 acres of federally regulated wetlands and the associated vegetation and wildlife habitat, though these impacts would be mitigated through development of wetlands within the project corridor. The project alignment would bisect a 31.7-acre parcel with development potential, and relocate access to the Breeze property to new Scotland Road. Traffic-generated noise levels would exceed federal standards in the vicinity of 55 residential and three commercial properties, though two noise barriers along the east side of the bypass north of Blessing Road would mitigate noise impacts for all but two residential and three commercial sites. The new facility would result in more open views from areas that are currently wooded or have limited views within the project area. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0520D, Volume 27, Number 02. JF - EPA number: 040567, ps, December 6, 2002 PY - 2002 EP - s, December 6 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-02-01-F KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Bridges KW - Energy Consumption Assessments KW - Farmlands KW - Forests KW - Health Hazard Analyses KW - Highways KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Open Space KW - Traffic Analyses KW - Transportation KW - Vegetation KW - Visual Resources KW - Visual Resources Surveys KW - Wetlands KW - Wildlife Habitat KW - New York KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36431138?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-12-06&rft.volume=&rft.issue=&rft.spage=s&rft.isbn=&rft.btitle=SLINGERLANDS+BYPASS+EXTENSION+%28NYS+ROUTE+85%29+-+P.I.N.+1125.19+-+CHERRY+AVENUE+EXTENSION+TO+ALBANY+CITY+LINE%2C+TOWN+OF+BETHLEHEM%2C+ALBANY+COUNTY%2C+NEW+YORK.&rft.title=SLINGERLANDS+BYPASS+EXTENSION+%28NYS+ROUTE+85%29+-+P.I.N.+1125.19+-+CHERRY+AVENUE+EXTENSION+TO+ALBANY+CITY+LINE%2C+TOWN+OF+BETHLEHEM%2C+ALBANY+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 - Final. Preparation date: December 6, 2002 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - SLINGERLANDS BYPASS EXTENSION (NYS ROUTE 85) - P.I.N. 1125.19 - CHERRY AVENUE EXTENSION TO ALBANY CITY LINE, TOWN OF BETHLEHEM, ALBANY COUNTY, NEW YORK. [Part 5 of 6] T2 - SLINGERLANDS BYPASS EXTENSION (NYS ROUTE 85) - P.I.N. 1125.19 - CHERRY AVENUE EXTENSION TO ALBANY CITY LINE, TOWN OF BETHLEHEM, ALBANY COUNTY, NEW YORK. AN - 36370693; 11306-040567_0005 AB - PURPOSE: The extension of the Slingerlands Bypass (State Route (SR) 85), from SR 140 (Cherry Avenue Extension) to the Albany city line, in the town of Bethlehem, Albany County, New York is proposed. More specifically, the project limits would extend from the intersection of New Scotland Road (SR 85) and Cherry Avenue Extension (SR 140) north to a point just north of the SR 85 bridge over the New York State Thruway. Approximately 4,200 feet of new four-lane, divided highway would be constructed, along with the widening of the remaining 10,200 feet of the existing two-lane, undivided roadway to create a four-lane, divided highway. Additional intersection improvements would be made to New Scotland Road, Cherry Avenue Extension, La Grange Road, Maher Road, and Blessing Road. A multi-use pedestrian/bicycle path would be provided to connect the New Scotland/Cherry Avenue Extension with the Blessing Road/Slingerlands Bypass intersection. Pedestrian accommodations would also be added to New Scotland Road between the Cherry Avenue Extension and Norman Kill. Several alternatives, including a No Action Alternative, are considered in this final EIS. The preferred alternative (Alternative 3F) would consist of construction of a four-lane bypass extension on new alignment and the construction of two additional lanes and the necessary structures over the Normans Kill and HYS Thruways, alongside the Slingerlands Bypass. The overall length, from the intersection with New Scotland Road/Cherry Avenue Extension to the Albany city line, is approximately 14,390 feet or 2.7 miles. of which 4,220 feet of 0.8 miles are on new alignment. The bypass would be functionally classified as an urban arterial and would feature limited-access between the Cherry Avenue Extension and Blessing Road, and will be without access north of Blessing Road. Both New Scotland Road and the Slingerlands Bypass (NYS Route 84) are currently accesses highways within the project limits and the extension of the bypass to constitute an access highway upon completion of the project. Cost of the preferred alternative for a two-phase project is estimated at $22.75 million. POSITIVE IMPACTS: In addition to increasing transportation capacity along the corridor, the project would redistribute heavy commuter traffic from New Scotland Road, a minor arterial, to the Slingerlands Bypass, a major arterial. As a result of a 57 percent reduction in traffic volume and a reduction in free flow speed due to a proposed traffic signal would result in a reduction in traffic-generated noise by one to four decibels on the A-weighted scale. Air pollutants along New Scotland Road between Cherry Avenue Extension and Maher Road West would decline by 40 percent during peak hour periods, preventing air quality standards violations. The multi-use path would connect the North Bethlehem neighborhoods to the remainder of the Hamlets of Delmar and Slingerlands. NEGATIVE IMPACTS: Rights-way-requirements would result in the displacement of 18.8 acres of prime farmland and 2.77 acres of federally regulated wetlands and the associated vegetation and wildlife habitat, though these impacts would be mitigated through development of wetlands within the project corridor. The project alignment would bisect a 31.7-acre parcel with development potential, and relocate access to the Breeze property to new Scotland Road. Traffic-generated noise levels would exceed federal standards in the vicinity of 55 residential and three commercial properties, though two noise barriers along the east side of the bypass north of Blessing Road would mitigate noise impacts for all but two residential and three commercial sites. The new facility would result in more open views from areas that are currently wooded or have limited views within the project area. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0520D, Volume 27, Number 02. JF - EPA number: 040567, ps, December 6, 2002 PY - 2002 EP - s, December 6 VL - 5 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-02-01-F KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Bridges KW - Energy Consumption Assessments KW - Farmlands KW - Forests KW - Health Hazard Analyses KW - Highways KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Open Space KW - Traffic Analyses KW - Transportation KW - Vegetation KW - Visual Resources KW - Visual Resources Surveys KW - Wetlands KW - Wildlife Habitat KW - New York KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36370693?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-12-06&rft.volume=&rft.issue=&rft.spage=s&rft.isbn=&rft.btitle=SLINGERLANDS+BYPASS+EXTENSION+%28NYS+ROUTE+85%29+-+P.I.N.+1125.19+-+CHERRY+AVENUE+EXTENSION+TO+ALBANY+CITY+LINE%2C+TOWN+OF+BETHLEHEM%2C+ALBANY+COUNTY%2C+NEW+YORK.&rft.title=SLINGERLANDS+BYPASS+EXTENSION+%28NYS+ROUTE+85%29+-+P.I.N.+1125.19+-+CHERRY+AVENUE+EXTENSION+TO+ALBANY+CITY+LINE%2C+TOWN+OF+BETHLEHEM%2C+ALBANY+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 - Final. Preparation date: December 6, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SLINGERLANDS BYPASS EXTENSION (NYS ROUTE 85) - P.I.N. 1125.19 - CHERRY AVENUE EXTENSION TO ALBANY CITY LINE, TOWN OF BETHLEHEM, ALBANY COUNTY, NEW YORK. [Part 4 of 6] T2 - SLINGERLANDS BYPASS EXTENSION (NYS ROUTE 85) - P.I.N. 1125.19 - CHERRY AVENUE EXTENSION TO ALBANY CITY LINE, TOWN OF BETHLEHEM, ALBANY COUNTY, NEW YORK. AN - 36370228; 11306-040567_0004 AB - PURPOSE: The extension of the Slingerlands Bypass (State Route (SR) 85), from SR 140 (Cherry Avenue Extension) to the Albany city line, in the town of Bethlehem, Albany County, New York is proposed. More specifically, the project limits would extend from the intersection of New Scotland Road (SR 85) and Cherry Avenue Extension (SR 140) north to a point just north of the SR 85 bridge over the New York State Thruway. Approximately 4,200 feet of new four-lane, divided highway would be constructed, along with the widening of the remaining 10,200 feet of the existing two-lane, undivided roadway to create a four-lane, divided highway. Additional intersection improvements would be made to New Scotland Road, Cherry Avenue Extension, La Grange Road, Maher Road, and Blessing Road. A multi-use pedestrian/bicycle path would be provided to connect the New Scotland/Cherry Avenue Extension with the Blessing Road/Slingerlands Bypass intersection. Pedestrian accommodations would also be added to New Scotland Road between the Cherry Avenue Extension and Norman Kill. Several alternatives, including a No Action Alternative, are considered in this final EIS. The preferred alternative (Alternative 3F) would consist of construction of a four-lane bypass extension on new alignment and the construction of two additional lanes and the necessary structures over the Normans Kill and HYS Thruways, alongside the Slingerlands Bypass. The overall length, from the intersection with New Scotland Road/Cherry Avenue Extension to the Albany city line, is approximately 14,390 feet or 2.7 miles. of which 4,220 feet of 0.8 miles are on new alignment. The bypass would be functionally classified as an urban arterial and would feature limited-access between the Cherry Avenue Extension and Blessing Road, and will be without access north of Blessing Road. Both New Scotland Road and the Slingerlands Bypass (NYS Route 84) are currently accesses highways within the project limits and the extension of the bypass to constitute an access highway upon completion of the project. Cost of the preferred alternative for a two-phase project is estimated at $22.75 million. POSITIVE IMPACTS: In addition to increasing transportation capacity along the corridor, the project would redistribute heavy commuter traffic from New Scotland Road, a minor arterial, to the Slingerlands Bypass, a major arterial. As a result of a 57 percent reduction in traffic volume and a reduction in free flow speed due to a proposed traffic signal would result in a reduction in traffic-generated noise by one to four decibels on the A-weighted scale. Air pollutants along New Scotland Road between Cherry Avenue Extension and Maher Road West would decline by 40 percent during peak hour periods, preventing air quality standards violations. The multi-use path would connect the North Bethlehem neighborhoods to the remainder of the Hamlets of Delmar and Slingerlands. NEGATIVE IMPACTS: Rights-way-requirements would result in the displacement of 18.8 acres of prime farmland and 2.77 acres of federally regulated wetlands and the associated vegetation and wildlife habitat, though these impacts would be mitigated through development of wetlands within the project corridor. The project alignment would bisect a 31.7-acre parcel with development potential, and relocate access to the Breeze property to new Scotland Road. Traffic-generated noise levels would exceed federal standards in the vicinity of 55 residential and three commercial properties, though two noise barriers along the east side of the bypass north of Blessing Road would mitigate noise impacts for all but two residential and three commercial sites. The new facility would result in more open views from areas that are currently wooded or have limited views within the project area. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0520D, Volume 27, Number 02. JF - EPA number: 040567, ps, December 6, 2002 PY - 2002 EP - s, December 6 VL - 4 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-02-01-F KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Bridges KW - Energy Consumption Assessments KW - Farmlands KW - Forests KW - Health Hazard Analyses KW - Highways KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Open Space KW - Traffic Analyses KW - Transportation KW - Vegetation KW - Visual Resources KW - Visual Resources Surveys KW - Wetlands KW - Wildlife Habitat KW - New York KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36370228?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-12-06&rft.volume=&rft.issue=&rft.spage=s&rft.isbn=&rft.btitle=SLINGERLANDS+BYPASS+EXTENSION+%28NYS+ROUTE+85%29+-+P.I.N.+1125.19+-+CHERRY+AVENUE+EXTENSION+TO+ALBANY+CITY+LINE%2C+TOWN+OF+BETHLEHEM%2C+ALBANY+COUNTY%2C+NEW+YORK.&rft.title=SLINGERLANDS+BYPASS+EXTENSION+%28NYS+ROUTE+85%29+-+P.I.N.+1125.19+-+CHERRY+AVENUE+EXTENSION+TO+ALBANY+CITY+LINE%2C+TOWN+OF+BETHLEHEM%2C+ALBANY+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 - Final. Preparation date: December 6, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SLINGERLANDS BYPASS EXTENSION (NYS ROUTE 85) - P.I.N. 1125.19 - CHERRY AVENUE EXTENSION TO ALBANY CITY LINE, TOWN OF BETHLEHEM, ALBANY COUNTY, NEW YORK. [Part 3 of 6] T2 - SLINGERLANDS BYPASS EXTENSION (NYS ROUTE 85) - P.I.N. 1125.19 - CHERRY AVENUE EXTENSION TO ALBANY CITY LINE, TOWN OF BETHLEHEM, ALBANY COUNTY, NEW YORK. AN - 36370186; 11306-040567_0003 AB - PURPOSE: The extension of the Slingerlands Bypass (State Route (SR) 85), from SR 140 (Cherry Avenue Extension) to the Albany city line, in the town of Bethlehem, Albany County, New York is proposed. More specifically, the project limits would extend from the intersection of New Scotland Road (SR 85) and Cherry Avenue Extension (SR 140) north to a point just north of the SR 85 bridge over the New York State Thruway. Approximately 4,200 feet of new four-lane, divided highway would be constructed, along with the widening of the remaining 10,200 feet of the existing two-lane, undivided roadway to create a four-lane, divided highway. Additional intersection improvements would be made to New Scotland Road, Cherry Avenue Extension, La Grange Road, Maher Road, and Blessing Road. A multi-use pedestrian/bicycle path would be provided to connect the New Scotland/Cherry Avenue Extension with the Blessing Road/Slingerlands Bypass intersection. Pedestrian accommodations would also be added to New Scotland Road between the Cherry Avenue Extension and Norman Kill. Several alternatives, including a No Action Alternative, are considered in this final EIS. The preferred alternative (Alternative 3F) would consist of construction of a four-lane bypass extension on new alignment and the construction of two additional lanes and the necessary structures over the Normans Kill and HYS Thruways, alongside the Slingerlands Bypass. The overall length, from the intersection with New Scotland Road/Cherry Avenue Extension to the Albany city line, is approximately 14,390 feet or 2.7 miles. of which 4,220 feet of 0.8 miles are on new alignment. The bypass would be functionally classified as an urban arterial and would feature limited-access between the Cherry Avenue Extension and Blessing Road, and will be without access north of Blessing Road. Both New Scotland Road and the Slingerlands Bypass (NYS Route 84) are currently accesses highways within the project limits and the extension of the bypass to constitute an access highway upon completion of the project. Cost of the preferred alternative for a two-phase project is estimated at $22.75 million. POSITIVE IMPACTS: In addition to increasing transportation capacity along the corridor, the project would redistribute heavy commuter traffic from New Scotland Road, a minor arterial, to the Slingerlands Bypass, a major arterial. As a result of a 57 percent reduction in traffic volume and a reduction in free flow speed due to a proposed traffic signal would result in a reduction in traffic-generated noise by one to four decibels on the A-weighted scale. Air pollutants along New Scotland Road between Cherry Avenue Extension and Maher Road West would decline by 40 percent during peak hour periods, preventing air quality standards violations. The multi-use path would connect the North Bethlehem neighborhoods to the remainder of the Hamlets of Delmar and Slingerlands. NEGATIVE IMPACTS: Rights-way-requirements would result in the displacement of 18.8 acres of prime farmland and 2.77 acres of federally regulated wetlands and the associated vegetation and wildlife habitat, though these impacts would be mitigated through development of wetlands within the project corridor. The project alignment would bisect a 31.7-acre parcel with development potential, and relocate access to the Breeze property to new Scotland Road. Traffic-generated noise levels would exceed federal standards in the vicinity of 55 residential and three commercial properties, though two noise barriers along the east side of the bypass north of Blessing Road would mitigate noise impacts for all but two residential and three commercial sites. The new facility would result in more open views from areas that are currently wooded or have limited views within the project area. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0520D, Volume 27, Number 02. JF - EPA number: 040567, ps, December 6, 2002 PY - 2002 EP - s, December 6 VL - 3 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-02-01-F KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Bridges KW - Energy Consumption Assessments KW - Farmlands KW - Forests KW - Health Hazard Analyses KW - Highways KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Open Space KW - Traffic Analyses KW - Transportation KW - Vegetation KW - Visual Resources KW - Visual Resources Surveys KW - Wetlands KW - Wildlife Habitat KW - New York KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36370186?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-12-06&rft.volume=&rft.issue=&rft.spage=s&rft.isbn=&rft.btitle=SLINGERLANDS+BYPASS+EXTENSION+%28NYS+ROUTE+85%29+-+P.I.N.+1125.19+-+CHERRY+AVENUE+EXTENSION+TO+ALBANY+CITY+LINE%2C+TOWN+OF+BETHLEHEM%2C+ALBANY+COUNTY%2C+NEW+YORK.&rft.title=SLINGERLANDS+BYPASS+EXTENSION+%28NYS+ROUTE+85%29+-+P.I.N.+1125.19+-+CHERRY+AVENUE+EXTENSION+TO+ALBANY+CITY+LINE%2C+TOWN+OF+BETHLEHEM%2C+ALBANY+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 - Final. Preparation date: December 6, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SLINGERLANDS BYPASS EXTENSION (NYS ROUTE 85) - P.I.N. 1125.19 - CHERRY AVENUE EXTENSION TO ALBANY CITY LINE, TOWN OF BETHLEHEM, ALBANY COUNTY, NEW YORK. [Part 1 of 6] T2 - SLINGERLANDS BYPASS EXTENSION (NYS ROUTE 85) - P.I.N. 1125.19 - CHERRY AVENUE EXTENSION TO ALBANY CITY LINE, TOWN OF BETHLEHEM, ALBANY COUNTY, NEW YORK. AN - 36370145; 11306-040567_0001 AB - PURPOSE: The extension of the Slingerlands Bypass (State Route (SR) 85), from SR 140 (Cherry Avenue Extension) to the Albany city line, in the town of Bethlehem, Albany County, New York is proposed. More specifically, the project limits would extend from the intersection of New Scotland Road (SR 85) and Cherry Avenue Extension (SR 140) north to a point just north of the SR 85 bridge over the New York State Thruway. Approximately 4,200 feet of new four-lane, divided highway would be constructed, along with the widening of the remaining 10,200 feet of the existing two-lane, undivided roadway to create a four-lane, divided highway. Additional intersection improvements would be made to New Scotland Road, Cherry Avenue Extension, La Grange Road, Maher Road, and Blessing Road. A multi-use pedestrian/bicycle path would be provided to connect the New Scotland/Cherry Avenue Extension with the Blessing Road/Slingerlands Bypass intersection. Pedestrian accommodations would also be added to New Scotland Road between the Cherry Avenue Extension and Norman Kill. Several alternatives, including a No Action Alternative, are considered in this final EIS. The preferred alternative (Alternative 3F) would consist of construction of a four-lane bypass extension on new alignment and the construction of two additional lanes and the necessary structures over the Normans Kill and HYS Thruways, alongside the Slingerlands Bypass. The overall length, from the intersection with New Scotland Road/Cherry Avenue Extension to the Albany city line, is approximately 14,390 feet or 2.7 miles. of which 4,220 feet of 0.8 miles are on new alignment. The bypass would be functionally classified as an urban arterial and would feature limited-access between the Cherry Avenue Extension and Blessing Road, and will be without access north of Blessing Road. Both New Scotland Road and the Slingerlands Bypass (NYS Route 84) are currently accesses highways within the project limits and the extension of the bypass to constitute an access highway upon completion of the project. Cost of the preferred alternative for a two-phase project is estimated at $22.75 million. POSITIVE IMPACTS: In addition to increasing transportation capacity along the corridor, the project would redistribute heavy commuter traffic from New Scotland Road, a minor arterial, to the Slingerlands Bypass, a major arterial. As a result of a 57 percent reduction in traffic volume and a reduction in free flow speed due to a proposed traffic signal would result in a reduction in traffic-generated noise by one to four decibels on the A-weighted scale. Air pollutants along New Scotland Road between Cherry Avenue Extension and Maher Road West would decline by 40 percent during peak hour periods, preventing air quality standards violations. The multi-use path would connect the North Bethlehem neighborhoods to the remainder of the Hamlets of Delmar and Slingerlands. NEGATIVE IMPACTS: Rights-way-requirements would result in the displacement of 18.8 acres of prime farmland and 2.77 acres of federally regulated wetlands and the associated vegetation and wildlife habitat, though these impacts would be mitigated through development of wetlands within the project corridor. The project alignment would bisect a 31.7-acre parcel with development potential, and relocate access to the Breeze property to new Scotland Road. Traffic-generated noise levels would exceed federal standards in the vicinity of 55 residential and three commercial properties, though two noise barriers along the east side of the bypass north of Blessing Road would mitigate noise impacts for all but two residential and three commercial sites. The new facility would result in more open views from areas that are currently wooded or have limited views within the project area. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0520D, Volume 27, Number 02. JF - EPA number: 040567, ps, December 6, 2002 PY - 2002 EP - s, December 6 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-02-01-F KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Bridges KW - Energy Consumption Assessments KW - Farmlands KW - Forests KW - Health Hazard Analyses KW - Highways KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Open Space KW - Traffic Analyses KW - Transportation KW - Vegetation KW - Visual Resources KW - Visual Resources Surveys KW - Wetlands KW - Wildlife Habitat KW - New York KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36370145?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-12-06&rft.volume=&rft.issue=&rft.spage=s&rft.isbn=&rft.btitle=SLINGERLANDS+BYPASS+EXTENSION+%28NYS+ROUTE+85%29+-+P.I.N.+1125.19+-+CHERRY+AVENUE+EXTENSION+TO+ALBANY+CITY+LINE%2C+TOWN+OF+BETHLEHEM%2C+ALBANY+COUNTY%2C+NEW+YORK.&rft.title=SLINGERLANDS+BYPASS+EXTENSION+%28NYS+ROUTE+85%29+-+P.I.N.+1125.19+-+CHERRY+AVENUE+EXTENSION+TO+ALBANY+CITY+LINE%2C+TOWN+OF+BETHLEHEM%2C+ALBANY+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 - Final. Preparation date: December 6, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SLINGERLANDS BYPASS EXTENSION (NYS ROUTE 85) - P.I.N. 1125.19 - CHERRY AVENUE EXTENSION TO ALBANY CITY LINE, TOWN OF BETHLEHEM, ALBANY COUNTY, NEW YORK. [Part 6 of 6] T2 - SLINGERLANDS BYPASS EXTENSION (NYS ROUTE 85) - P.I.N. 1125.19 - CHERRY AVENUE EXTENSION TO ALBANY CITY LINE, TOWN OF BETHLEHEM, ALBANY COUNTY, NEW YORK. AN - 36369166; 11306-040567_0006 AB - PURPOSE: The extension of the Slingerlands Bypass (State Route (SR) 85), from SR 140 (Cherry Avenue Extension) to the Albany city line, in the town of Bethlehem, Albany County, New York is proposed. More specifically, the project limits would extend from the intersection of New Scotland Road (SR 85) and Cherry Avenue Extension (SR 140) north to a point just north of the SR 85 bridge over the New York State Thruway. Approximately 4,200 feet of new four-lane, divided highway would be constructed, along with the widening of the remaining 10,200 feet of the existing two-lane, undivided roadway to create a four-lane, divided highway. Additional intersection improvements would be made to New Scotland Road, Cherry Avenue Extension, La Grange Road, Maher Road, and Blessing Road. A multi-use pedestrian/bicycle path would be provided to connect the New Scotland/Cherry Avenue Extension with the Blessing Road/Slingerlands Bypass intersection. Pedestrian accommodations would also be added to New Scotland Road between the Cherry Avenue Extension and Norman Kill. Several alternatives, including a No Action Alternative, are considered in this final EIS. The preferred alternative (Alternative 3F) would consist of construction of a four-lane bypass extension on new alignment and the construction of two additional lanes and the necessary structures over the Normans Kill and HYS Thruways, alongside the Slingerlands Bypass. The overall length, from the intersection with New Scotland Road/Cherry Avenue Extension to the Albany city line, is approximately 14,390 feet or 2.7 miles. of which 4,220 feet of 0.8 miles are on new alignment. The bypass would be functionally classified as an urban arterial and would feature limited-access between the Cherry Avenue Extension and Blessing Road, and will be without access north of Blessing Road. Both New Scotland Road and the Slingerlands Bypass (NYS Route 84) are currently accesses highways within the project limits and the extension of the bypass to constitute an access highway upon completion of the project. Cost of the preferred alternative for a two-phase project is estimated at $22.75 million. POSITIVE IMPACTS: In addition to increasing transportation capacity along the corridor, the project would redistribute heavy commuter traffic from New Scotland Road, a minor arterial, to the Slingerlands Bypass, a major arterial. As a result of a 57 percent reduction in traffic volume and a reduction in free flow speed due to a proposed traffic signal would result in a reduction in traffic-generated noise by one to four decibels on the A-weighted scale. Air pollutants along New Scotland Road between Cherry Avenue Extension and Maher Road West would decline by 40 percent during peak hour periods, preventing air quality standards violations. The multi-use path would connect the North Bethlehem neighborhoods to the remainder of the Hamlets of Delmar and Slingerlands. NEGATIVE IMPACTS: Rights-way-requirements would result in the displacement of 18.8 acres of prime farmland and 2.77 acres of federally regulated wetlands and the associated vegetation and wildlife habitat, though these impacts would be mitigated through development of wetlands within the project corridor. The project alignment would bisect a 31.7-acre parcel with development potential, and relocate access to the Breeze property to new Scotland Road. Traffic-generated noise levels would exceed federal standards in the vicinity of 55 residential and three commercial properties, though two noise barriers along the east side of the bypass north of Blessing Road would mitigate noise impacts for all but two residential and three commercial sites. The new facility would result in more open views from areas that are currently wooded or have limited views within the project area. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0520D, Volume 27, Number 02. JF - EPA number: 040567, ps, December 6, 2002 PY - 2002 EP - s, December 6 VL - 6 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-02-01-F KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Bridges KW - Energy Consumption Assessments KW - Farmlands KW - Forests KW - Health Hazard Analyses KW - Highways KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Open Space KW - Traffic Analyses KW - Transportation KW - Vegetation KW - Visual Resources KW - Visual Resources Surveys KW - Wetlands KW - Wildlife Habitat KW - New York KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36369166?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-12-06&rft.volume=&rft.issue=&rft.spage=s&rft.isbn=&rft.btitle=SLINGERLANDS+BYPASS+EXTENSION+%28NYS+ROUTE+85%29+-+P.I.N.+1125.19+-+CHERRY+AVENUE+EXTENSION+TO+ALBANY+CITY+LINE%2C+TOWN+OF+BETHLEHEM%2C+ALBANY+COUNTY%2C+NEW+YORK.&rft.title=SLINGERLANDS+BYPASS+EXTENSION+%28NYS+ROUTE+85%29+-+P.I.N.+1125.19+-+CHERRY+AVENUE+EXTENSION+TO+ALBANY+CITY+LINE%2C+TOWN+OF+BETHLEHEM%2C+ALBANY+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 - Final. Preparation date: December 6, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SLINGERLANDS BYPASS EXTENSION (NYS ROUTE 85) - P.I.N. 1125.19 - CHERRY AVENUE EXTENSION TO ALBANY CITY LINE, TOWN OF BETHLEHEM, ALBANY COUNTY, NEW YORK. [Part 2 of 6] T2 - SLINGERLANDS BYPASS EXTENSION (NYS ROUTE 85) - P.I.N. 1125.19 - CHERRY AVENUE EXTENSION TO ALBANY CITY LINE, TOWN OF BETHLEHEM, ALBANY COUNTY, NEW YORK. AN - 36365295; 11306-040567_0002 AB - PURPOSE: The extension of the Slingerlands Bypass (State Route (SR) 85), from SR 140 (Cherry Avenue Extension) to the Albany city line, in the town of Bethlehem, Albany County, New York is proposed. More specifically, the project limits would extend from the intersection of New Scotland Road (SR 85) and Cherry Avenue Extension (SR 140) north to a point just north of the SR 85 bridge over the New York State Thruway. Approximately 4,200 feet of new four-lane, divided highway would be constructed, along with the widening of the remaining 10,200 feet of the existing two-lane, undivided roadway to create a four-lane, divided highway. Additional intersection improvements would be made to New Scotland Road, Cherry Avenue Extension, La Grange Road, Maher Road, and Blessing Road. A multi-use pedestrian/bicycle path would be provided to connect the New Scotland/Cherry Avenue Extension with the Blessing Road/Slingerlands Bypass intersection. Pedestrian accommodations would also be added to New Scotland Road between the Cherry Avenue Extension and Norman Kill. Several alternatives, including a No Action Alternative, are considered in this final EIS. The preferred alternative (Alternative 3F) would consist of construction of a four-lane bypass extension on new alignment and the construction of two additional lanes and the necessary structures over the Normans Kill and HYS Thruways, alongside the Slingerlands Bypass. The overall length, from the intersection with New Scotland Road/Cherry Avenue Extension to the Albany city line, is approximately 14,390 feet or 2.7 miles. of which 4,220 feet of 0.8 miles are on new alignment. The bypass would be functionally classified as an urban arterial and would feature limited-access between the Cherry Avenue Extension and Blessing Road, and will be without access north of Blessing Road. Both New Scotland Road and the Slingerlands Bypass (NYS Route 84) are currently accesses highways within the project limits and the extension of the bypass to constitute an access highway upon completion of the project. Cost of the preferred alternative for a two-phase project is estimated at $22.75 million. POSITIVE IMPACTS: In addition to increasing transportation capacity along the corridor, the project would redistribute heavy commuter traffic from New Scotland Road, a minor arterial, to the Slingerlands Bypass, a major arterial. As a result of a 57 percent reduction in traffic volume and a reduction in free flow speed due to a proposed traffic signal would result in a reduction in traffic-generated noise by one to four decibels on the A-weighted scale. Air pollutants along New Scotland Road between Cherry Avenue Extension and Maher Road West would decline by 40 percent during peak hour periods, preventing air quality standards violations. The multi-use path would connect the North Bethlehem neighborhoods to the remainder of the Hamlets of Delmar and Slingerlands. NEGATIVE IMPACTS: Rights-way-requirements would result in the displacement of 18.8 acres of prime farmland and 2.77 acres of federally regulated wetlands and the associated vegetation and wildlife habitat, though these impacts would be mitigated through development of wetlands within the project corridor. The project alignment would bisect a 31.7-acre parcel with development potential, and relocate access to the Breeze property to new Scotland Road. Traffic-generated noise levels would exceed federal standards in the vicinity of 55 residential and three commercial properties, though two noise barriers along the east side of the bypass north of Blessing Road would mitigate noise impacts for all but two residential and three commercial sites. The new facility would result in more open views from areas that are currently wooded or have limited views within the project area. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0520D, Volume 27, Number 02. JF - EPA number: 040567, ps, December 6, 2002 PY - 2002 EP - s, December 6 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-02-01-F KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Bridges KW - Energy Consumption Assessments KW - Farmlands KW - Forests KW - Health Hazard Analyses KW - Highways KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Open Space KW - Traffic Analyses KW - Transportation KW - Vegetation KW - Visual Resources KW - Visual Resources Surveys KW - Wetlands KW - Wildlife Habitat KW - New York KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36365295?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-12-06&rft.volume=&rft.issue=&rft.spage=s&rft.isbn=&rft.btitle=SLINGERLANDS+BYPASS+EXTENSION+%28NYS+ROUTE+85%29+-+P.I.N.+1125.19+-+CHERRY+AVENUE+EXTENSION+TO+ALBANY+CITY+LINE%2C+TOWN+OF+BETHLEHEM%2C+ALBANY+COUNTY%2C+NEW+YORK.&rft.title=SLINGERLANDS+BYPASS+EXTENSION+%28NYS+ROUTE+85%29+-+P.I.N.+1125.19+-+CHERRY+AVENUE+EXTENSION+TO+ALBANY+CITY+LINE%2C+TOWN+OF+BETHLEHEM%2C+ALBANY+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 - Final. Preparation date: December 6, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SAN JACINTO RAIL LIMITED AND THE BURLINGTON NORTHERN AND SANTA FE RAILWAY COMPANY, CONSTRUCTION AND OPERATION OF A RAIL LINE FROM THE BAYPORT LOOP IN HARRIS COUNTY, TEXAS. AN - 16361186; 9846 AB - PURPOSE: The construction of a rail line between the Bayport Look and the former Galveston, Houston, and Henderson Railroad (GH&H) line near Ellington Field in the vicinity of Houston in southeastern Harris County, Texas is proposed. The new rail line would be constructed by San Jacinto Rail Limited and operated by the Burlington Northern and Santa Fe Railway (BNSF), which now owns the former GH&H line. Seven alternatives, including a No Action Alternative and a No-Build Alternative, are considered in this draft EIS. Under the proposed action, the new rail line, which would extend 12.8 miles, would serve the petro-chemical industries in the Bayport Loop. Petro-chemical interests are now served solely by the Union Pacific Railroad (UP), limiting competition for rail service in the area. Implementation of the proposed action would result in rail operations to and from the new line over trackage rights on UP's GH&H line and UP's East Belt, Terminal, Lafayette, and Baytown Subdivision to the storage yard operated by CMC Railroad at Dayton, approximately 30 miles northeast of Houston. BNSF would run, on average, on train of approximately 36 to 66 cars per day in each direction. On an annual basis, a total of 13,000 to 24,000 carloads and an equal number of empty rail cars would operate on the proposed line, representing 28 to 51 percent of the rail traffic generated in the Bayport Loop. The majority of shipments would consist of non-hazardous plastic pellets transported in hopper cars. The remainder would consist of chemicals transported in tank cars. Currently, BNSF estimates that approximately 1,500 to 7,000 carloads of hazardous materials would be transported over the line per year. Other miscellaneous inbound and outbound commodities would also likely be transported. POSITIVE IMPACTS: The new rail line would provide competitive rail service to petro-chemical product shippers within the Bayport Loop. The new line would increase rail transport capacity and flexibility along the route. Constraints, including service disruptions, currently affecting rail shippers would be eliminated. The project would generate up to $80 million in construction-related expenditures. NEGATIVE IMPACTS: The increase in rail traffic along the line would increase emissions of noise and air pollutants somewhat. The rail line would cross nine jurisdictional surface water bodies and six non-jurisdictional drainage channels, resulting in habitat loss and increased levels of water pollutants in receiving waters. Approximately 2.84 acres of jurisdictional wetlands and 4.22 acres of non-jurisdictional wetlands would be affected. The rail line would fragment habitat and could affect the Texas prairie dawn, a federally protected endangered plant species. Transportation of hazardous materials would occur in an area populated by minority and low-income residents. LEGAL MANDATES: General Bridge Act of 1946 (33 U.S.C. 535). JF - EPA number: 020503, 1,131 pages, December 6, 2002 PY - 2002 KW - Roads and Railroads KW - Agency number: Decision ID No. 33200 KW - Air Quality KW - Air Quality Assessments KW - Archaeological Sites Surveys KW - Biologic Assessments KW - Endangered Species (Plants) KW - Hazardous Materials KW - Health Hazard Analyses KW - Impact Assessment Methodology KW - Minorities KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Section 4(f) Statements KW - Streams KW - Transportation KW - Water Quality KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Texas KW - General Bridge Act of 1946, Coast Guard Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16361186?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-12-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SAN+JACINTO+RAIL+LIMITED+AND+THE+BURLINGTON+NORTHERN+AND+SANTA+FE+RAILWAY+COMPANY%2C+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+FROM+THE+BAYPORT+LOOP+IN+HARRIS+COUNTY%2C+TEXAS.&rft.title=SAN+JACINTO+RAIL+LIMITED+AND+THE+BURLINGTON+NORTHERN+AND+SANTA+FE+RAILWAY+COMPANY%2C+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+FROM+THE+BAYPORT+LOOP+IN+HARRIS+COUNTY%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, D.C.; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: December 6, 2002 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - U.S. HIGHWAY 59 FROM LAWRENCE TO OTTAWA IN DOUGLAS AND FRANKLIN COUNTIES, KANSAS (KDOT PROJECT NO. 59-106 K-6318-01). [Part 1 of 1] T2 - U.S. HIGHWAY 59 FROM LAWRENCE TO OTTAWA IN DOUGLAS AND FRANKLIN COUNTIES, KANSAS (KDOT PROJECT NO. 59-106 K-6318-01). AN - 36388619; 9844-020501_0001 AB - PURPOSE: The improvement of approximately 18 miles of US 59 between Ottawa and Lawrence in Douglas and Franklin counties, Kansas is proposed. The current configuration of US 59 within the study limits is a two-lane highway, which is traveled by up to 10,000 vehicles each day. The facility is characterized by sharp horizontal curves with super-elevation cross slopes and shoulders, which do not conform with current standards. The corridor is currently experiencing traffic- and safety-related problems that are expected to worsen over the next several years. The current accident rate along this stretch of highway is 25 percent higher than the rate of accidents occurring on similar roadways throughout the state. At the southern terminus the proposed roadway would tie into the existing two-lane section of US 59 north of Ottawa and/or Interstate 35 (I-35) via a bypass east of Ottawa. The northern terminus would connect to the existing four-lane divided expressway approximately 1.5 miles south of Larwence. In addition to a No-Build Alternative, this final EIS considers, a modern two-lane alternative, six expressway alternatives and eight freeway alternatives as well as a transportation system management alternative. The No-Build Alternative, modern two-lane alternative and two freeway alternatives have been retained for detailed analysis. A freeway alternatives (Alternative 5) has been identified as preferred. Alternative 5 would run 300 feet east of the existing facility, using existing US 59 as the west access road. Cost of alternative 5 is estimated at $210.3 million. POSITIVE IMPACTS: The project would improve safety, correct roadway design deficiencies, increase traffic capacity, and accommodate current and projected transportation demand along the corridor. Either preferred alternative would provide a higher level of service that is currently provided along this section of US 59. NEGATIVE IMPACTS: The preferred alternative would require 960 acres of new rights-of-way, resulting in the displacement of 33 residences and eight businesses as well as 882.8 acres of prime farmland, severance of six farm tracts. Rights-of-way development would also affect 1.2 acres of wetlands, 104 acres of floodplain, 19.3 acres of habitat supporting protected species, and nine cultural resource sites that are potentially eligible for inclusion in the National Register of Historic Places. Traffic-generated noise would exceed federal standards in the vicinity of 29 residential receptor sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), 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 02-0307D, Volume 26, Number 3. JF - EPA number: 020501, Volume I--387 pages and maps, Volume II-517 pages, Volume III--733 pages, December 4, 2002 PY - 2002 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-KS-EIS-02-01-F KW - Endangered Species (Animals) KW - Farmlands KW - Floodplains KW - Highways KW - Highway Structures KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Traffic Analyses KW - Wetlands KW - Wildlife Habitat KW - Kansas KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Transportation Equity Act for the 21st Century, 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/36388619?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-12-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=U.S.+HIGHWAY+59+FROM+LAWRENCE+TO+OTTAWA+IN+DOUGLAS+AND+FRANKLIN+COUNTIES%2C+KANSAS+%28KDOT+PROJECT+NO.+59-106+K-6318-01%29.&rft.title=U.S.+HIGHWAY+59+FROM+LAWRENCE+TO+OTTAWA+IN+DOUGLAS+AND+FRANKLIN+COUNTIES%2C+KANSAS+%28KDOT+PROJECT+NO.+59-106+K-6318-01%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Topeka, Kansas; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: December 4, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - U.S. HIGHWAY 59 FROM LAWRENCE TO OTTAWA IN DOUGLAS AND FRANKLIN COUNTIES, KANSAS (KDOT PROJECT NO. 59-106 K-6318-01). AN - 16347272; 9844 AB - PURPOSE: The improvement of approximately 18 miles of US 59 between Ottawa and Lawrence in Douglas and Franklin counties, Kansas is proposed. The current configuration of US 59 within the study limits is a two-lane highway, which is traveled by up to 10,000 vehicles each day. The facility is characterized by sharp horizontal curves with super-elevation cross slopes and shoulders, which do not conform with current standards. The corridor is currently experiencing traffic- and safety-related problems that are expected to worsen over the next several years. The current accident rate along this stretch of highway is 25 percent higher than the rate of accidents occurring on similar roadways throughout the state. At the southern terminus the proposed roadway would tie into the existing two-lane section of US 59 north of Ottawa and/or Interstate 35 (I-35) via a bypass east of Ottawa. The northern terminus would connect to the existing four-lane divided expressway approximately 1.5 miles south of Larwence. In addition to a No-Build Alternative, this final EIS considers, a modern two-lane alternative, six expressway alternatives and eight freeway alternatives as well as a transportation system management alternative. The No-Build Alternative, modern two-lane alternative and two freeway alternatives have been retained for detailed analysis. A freeway alternatives (Alternative 5) has been identified as preferred. Alternative 5 would run 300 feet east of the existing facility, using existing US 59 as the west access road. Cost of alternative 5 is estimated at $210.3 million. POSITIVE IMPACTS: The project would improve safety, correct roadway design deficiencies, increase traffic capacity, and accommodate current and projected transportation demand along the corridor. Either preferred alternative would provide a higher level of service that is currently provided along this section of US 59. NEGATIVE IMPACTS: The preferred alternative would require 960 acres of new rights-of-way, resulting in the displacement of 33 residences and eight businesses as well as 882.8 acres of prime farmland, severance of six farm tracts. Rights-of-way development would also affect 1.2 acres of wetlands, 104 acres of floodplain, 19.3 acres of habitat supporting protected species, and nine cultural resource sites that are potentially eligible for inclusion in the National Register of Historic Places. Traffic-generated noise would exceed federal standards in the vicinity of 29 residential receptor sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), 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 02-0307D, Volume 26, Number 3. JF - EPA number: 020501, Volume I--387 pages and maps, Volume II-517 pages, Volume III--733 pages, December 4, 2002 PY - 2002 KW - Roads and Railroads KW - Agency number: FHWA-KS-EIS-02-01-F KW - Endangered Species (Animals) KW - Farmlands KW - Floodplains KW - Highways KW - Highway Structures KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Traffic Analyses KW - Wetlands KW - Wildlife Habitat KW - Kansas KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Transportation Equity Act for the 21st Century, 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/16347272?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-12-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=U.S.+HIGHWAY+59+FROM+LAWRENCE+TO+OTTAWA+IN+DOUGLAS+AND+FRANKLIN+COUNTIES%2C+KANSAS+%28KDOT+PROJECT+NO.+59-106+K-6318-01%29.&rft.title=U.S.+HIGHWAY+59+FROM+LAWRENCE+TO+OTTAWA+IN+DOUGLAS+AND+FRANKLIN+COUNTIES%2C+KANSAS+%28KDOT+PROJECT+NO.+59-106+K-6318-01%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Topeka, Kansas; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: December 4, 2002 N1 - Last updated - 2014-01-30 ER - TY - JOUR T1 - Ground motion evaluation procedures for performance-based design AN - 742895206; 2003-032380 AB - The objective of performance-based earthquake engineering (PBEE) is the analysis of performance objectives with a specified annual probability of exceedance. Increasingly undesirable performance is caused by increasing levels of strong ground motion having decreasing annual probabilities of exceedance. Accordingly, the evaluation of ground motion intensity measures is a vital component of PBEE. This paper provides a brief synthesis of ground motion analysis procedures within a performance-based design framework, and is a summary of a recent report to which the reader is referred for details. The principal topics addressed are probabilistic characterizations of source, path, and site effects, with the discussion of these effects focusing principally on applications in active regions such as California. JF - Soil Dynamics and Earthquake Engineering (1984) AU - Stewart, Jonathan P AU - Chiou, Shyh-Jeng AU - Bray, Jonathan D AU - Graves, Robert W AU - Somerville, Paul G AU - Abrahamson, Norman A A2 - Zerva, A. Y1 - 2002/12// PY - 2002 DA - December 2002 SP - 765 EP - 772 PB - CML Publications, Southampton VL - 22 IS - 9-12 SN - 0267-7261, 0267-7261 KW - United States KW - performance-based earthquake engineering KW - geologic hazards KW - engineering properties KW - one-dimensional models KW - intensity KW - slip rates KW - frequency KW - simulation KW - seismic response KW - wave amplification KW - evaluation KW - California KW - attenuation KW - sampling KW - probability KW - aseismic design KW - faults KW - statistical analysis KW - magnitude KW - models KW - San Francisco Bay region KW - ground motion KW - PBEE KW - risk assessment KW - earthquakes KW - design KW - 30:Engineering geology KW - 19:Seismology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/742895206?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Soil+Dynamics+and+Earthquake+Engineering+%281984%29&rft.atitle=Ground+motion+evaluation+procedures+for+performance-based+design&rft.au=Stewart%2C+Jonathan+P%3BChiou%2C+Shyh-Jeng%3BBray%2C+Jonathan+D%3BGraves%2C+Robert+W%3BSomerville%2C+Paul+G%3BAbrahamson%2C+Norman+A&rft.aulast=Stewart&rft.aufirst=Jonathan&rft.date=2002-12-01&rft.volume=22&rft.issue=9-12&rft.spage=765&rft.isbn=&rft.btitle=&rft.title=Soil+Dynamics+and+Earthquake+Engineering+%281984%29&rft.issn=02677261&rft_id=info:doi/ L2 - http://www.sciencedirect.com/science/journal/02677261 LA - English DB - GeoRef N1 - Conference title - 10th international conference on Soil dynamics and earthquake engineering N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. Reference includes data from CAPCAS, Elsevier Scientific Publishers, Amsterdam, Netherlands N1 - Date revised - 2003-01-01 N1 - Number of references - 40 N1 - Document feature - illus. incl. sketch map N1 - Last updated - 2012-06-07 N1 - SubjectsTermNotLitGenreText - aseismic design; attenuation; California; design; earthquakes; engineering properties; evaluation; faults; frequency; geologic hazards; ground motion; intensity; magnitude; models; one-dimensional models; PBEE; performance-based earthquake engineering; probability; risk assessment; sampling; San Francisco Bay region; seismic response; simulation; slip rates; statistical analysis; United States; wave amplification ER - TY - JOUR T1 - Estimating bearing capacity factors and cone tip resistance AN - 51953478; 2003-060675 AB - Bearing capacity factors, N (sub q) and N (sub c) , for deep foundations have been determined using the dimensionless cavity expansion factors, F (sub q) and F (sub c) . Both angle of friction, phi , and rigidity index, I (sub r) , have significant effect on N (sub q) and N (sub c) , N (sub q) -phi curves for various values of I (sub r) , are prepared on the basis of analytically calculated value of F (sub q) , Vesic's, lambda (sub v) , and Yasufuku and Hyde's, lambda (sub YH) , factors. Meyerhof (1976) N (sub q) -phi charts are within upper half of the envelope of N (sub q) -phi curves. Hannigan et al. (1996) and Fellinuos (1991) N (sub q) -phi charts are within envelopes of N (sub q) -phi curves for I (sub r) = 10 to 1000, while API (1993) N (sub q) -phi charts are within envelopes of N (sub q) -phi curves for I (sub r) = 10 to 100. Using F (sub q) and lambda (sub YH) or F' (sub q) and lambda (sub v) or lambda (sub SMJ) factors, the study shows that the cone tip resistance, q (sub c) , can be estimated, on average, with an accuracy of + or -15 percent. JF - Soils and Foundations AU - Gupta, Ramesh C Y1 - 2002/12// PY - 2002 DA - December 2002 SP - 117 EP - 127 PB - Japanese Geotechnical Society, Tokyo VL - 42 IS - 6 SN - 0038-0806, 0038-0806 KW - shear strength KW - Poisson's ratio KW - pressure KW - penetration tests KW - bearing capacity KW - cone penetration tests KW - prediction KW - calibration KW - elastic constants KW - foundations KW - rigidity KW - piles KW - Young's modulus KW - compressibility KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51953478?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Soils+and+Foundations&rft.atitle=Estimating+bearing+capacity+factors+and+cone+tip+resistance&rft.au=Gupta%2C+Ramesh+C&rft.aulast=Gupta&rft.aufirst=Ramesh&rft.date=2002-12-01&rft.volume=42&rft.issue=6&rft.spage=117&rft.isbn=&rft.btitle=&rft.title=Soils+and+Foundations&rft.issn=00380806&rft_id=info:doi/ L2 - http://ci.nii.ac.jp/vol_issue/nels/AA00700879_en.html LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2003-01-01 N1 - Number of references - 31 N1 - Document feature - illus. incl. 4 tables N1 - SuppNotes - Includes appendix N1 - Last updated - 2012-06-07 N1 - CODEN - SOIFBE N1 - SubjectsTermNotLitGenreText - bearing capacity; calibration; compressibility; cone penetration tests; elastic constants; foundations; penetration tests; piles; Poisson's ratio; prediction; pressure; rigidity; shear strength; Young's modulus ER - TY - JOUR T1 - Finite strain analysis for expansion of cavities in granular soils AN - 51951811; 2003-060674 AB - Formulations based on finite strain theory are introduced to develop an analytical procedure for determining volume changes and volumetric strains in the elastic and plastic zones, and average volumetric strain, Delta , in the plastic zone during expansion of the cylindrical and spherical cavities. Vesic's cavity-expansion theory requires the value of Delta to be determined from triaxial shear tests. This requirement can be relaxed by use of an analytical procedure proposed herein. Delta significantly decreases with increase of the rigidity index, I (sub r) , and slightly decreases with increase of friction angle, phi . The analysis shows that volumetric strains are about 5 to 7 percent near the face of the cavity and rapidly reduce to less than 0.1 percent at the interface of the elastic and plastic zones. Dimensionless cavity expansion factors (F' (sub q) , F' (sub c) , F (sub q) , F (sub c) ) versus phi curves for various values of I (sub r) and Poisson's ratio, v, are prepared on the basis of analytically calculated value of Delta . Depending on I (sub r) and phi values, these factors increase by about 2.5 to 12.5 percent with increase of v from 0.2 to 0.4. JF - Soils and Foundations AU - Gupta, Ramesh C Y1 - 2002/12// PY - 2002 DA - December 2002 SP - 105 EP - 115 PB - Japanese Geotechnical Society, Tokyo VL - 42 IS - 6 SN - 0038-0806, 0038-0806 KW - soil mechanics KW - shear strength KW - Poisson's ratio KW - strain KW - bearing capacity KW - prediction KW - elastic constants KW - finite strain analysis KW - triaxial tests KW - porosity KW - volumetric strain KW - foundations KW - granular materials KW - volume KW - Young's modulus KW - compressibility KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51951811?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Soils+and+Foundations&rft.atitle=Finite+strain+analysis+for+expansion+of+cavities+in+granular+soils&rft.au=Gupta%2C+Ramesh+C&rft.aulast=Gupta&rft.aufirst=Ramesh&rft.date=2002-12-01&rft.volume=42&rft.issue=6&rft.spage=105&rft.isbn=&rft.btitle=&rft.title=Soils+and+Foundations&rft.issn=00380806&rft_id=info:doi/ L2 - http://ci.nii.ac.jp/vol_issue/nels/AA00700879_en.html LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2003-01-01 N1 - Number of references - 13 N1 - Document feature - illus. incl. 2 tables N1 - SuppNotes - Includes appendix N1 - Last updated - 2012-06-07 N1 - CODEN - SOIFBE N1 - SubjectsTermNotLitGenreText - bearing capacity; compressibility; elastic constants; finite strain analysis; foundations; granular materials; Poisson's ratio; porosity; prediction; shear strength; soil mechanics; strain; triaxial tests; volume; volumetric strain; Young's modulus ER - TY - RPRT T1 - SOUTH CORRIDOR PROJECT, CLACKAMAS AND MULNOMAH COUNTIES, OREGON, AND CLARK COUNTY, WASHINGTON (DRAFT SUPPLEMENT TO THE FEBRUARY 1998 FINAL ENVIRONMENTAL STATEMENT ON THE NORTH/SOUTH CORRIDOR PROJECT). AN - 36412227; 9859 AB - PURPOSE: The implementation of transit improvements in the metropolitan area of Portland, Oregon and Vancouver, Washington is proposed in this draft supplement to the February 1998 final EIS on proposed improvements in the north/south transportation corridor, which includes the cities of Oregon City, Gladstone, and Milwaukie; 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. This draft supplemental EIS addresses 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 this draft supplemental EIS a No-Build Alternative, a Bus Rapid Transit Alternative, a Busway Alternative, the Milwaukee Light Rail Alternative, the Interstate 205 (I-205) Light Rail Alternative, and the Combined Light Rail Alternative. Action alternatives involve either construction of a busway or a light rail transit line. Capital costs of the Bus Rapid Transit and Busway alternatives are estimated at $116 million and $281 million, respectively. Respective annual operation and maintenance costs are estimated at $7.2 million and $8.2 million, respectively. Capital costs for the light rail transit alternatives range from $349 million to $800 million for the light rail portion of the project and $22 million to $72 million for the supporting bus rapid transit portion of the project. Annual operating and maintenance costs for the light rail transit alternative range from $7.4 million to $12.2 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. NEGATIVE IMPACTS: The rights-of-way requirements would displace up to 14 residences, 38 businesses, and one institutional facility. From 0,03 to 0,59 acre of wetland would be filled, and up to 131 linear feet of stream providing habitat to endangered species would be affected. All action alternatives, excepting bus rapid transit alternative, would result in the placement of fill in floodplain land. The Busway Alternative would result in noise and vibration impacts affecting nine sites, while the light rail transit alternatives would result in such impacts to four to 34 sites; impacts under the light rail alternative could be mitigated. Six to 14 hazardous waste sites would lie within the construction corridor. Up to six historic sites, four archaeological, and three parklands sites 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, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 98-0040D, Volume 22, Number 1. DOCUMENTS IN THE DATABASE, BUT I DON'T KNOW IF YOU WANT TO CITE THEM HERE: 990139 AND 990409.} JF - EPA number: 020516, 593 pages, December 131, 2002 PY - 2002 KW - Roads and Railroads KW - Air Quality KW - Archaeological Sites KW - Endangered Species (Animals) KW - Fish KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Control KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Streams KW - Wetlands KW - Transportation KW - Visual Resources Surveys KW - Wildlife Habitat KW - Oregon KW - Washington 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 KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36412227?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-12-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CORRIDOR+PROJECT%2C+CLACKAMAS+AND+MULNOMAH+COUNTIES%2C+OREGON%2C+AND+CLARK+COUNTY%2C+WASHINGTON+%28DRAFT+SUPPLEMENT+TO+THE+FEBRUARY+1998+FINAL+ENVIRONMENTAL+STATEMENT+ON+THE+NORTH%2FSOUTH+CORRIDOR+PROJECT%29.&rft.title=SOUTH+CORRIDOR+PROJECT%2C+CLACKAMAS+AND+MULNOMAH+COUNTIES%2C+OREGON%2C+AND+CLARK+COUNTY%2C+WASHINGTON+%28DRAFT+SUPPLEMENT+TO+THE+FEBRUARY+1998+FINAL+ENVIRONMENTAL+STATEMENT+ON+THE+NORTH%2FSOUTH+CORRIDOR+PROJECT%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Seattle, Washington; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: December 131, 2002 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - TRUNK HIGHWAY 371 RECONSTRUCTION, DISTRICT 3 - BAXTER, S.P.4912-48 - FROM JUNCTION WITH U.S. TRUNK HIGHWAY 10 TO O.5 MILE NORTH OF COUNTY STATE AID HIGHWAY 48, MORRISON COUNTY, MINNESOTA. [Part 1 of 1] T2 - TRUNK HIGHWAY 371 RECONSTRUCTION, DISTRICT 3 - BAXTER, S.P.4912-48 - FROM JUNCTION WITH U.S. TRUNK HIGHWAY 10 TO O.5 MILE NORTH OF COUNTY STATE AID HIGHWAY 48, MORRISON COUNTY, MINNESOTA. AN - 36378957; 9835-020491_0001 AB - PURPOSE: The upgrading of eight miles of Trunk Highway (TH) 371 from U.S. 10 to a point 0.5 mile north of County State Aid Highway 48 in Morrison County, Minnesota is proposed. TH 371 would be widened from two to four lanes. Locally and regionally, TH 371 serves as the major connection between the area's residents and employment and service centers as well as a key recreational and tourist access route. Currently, weekday traffic volumes result in unacceptable levels of service along TH 371 in the study area and traffic volumes are projected to increase by 59 percent by 2025. Unless rectified, this situation will increase congestion substantially, causing regular backups on both TH 371 and US 10. These conditions, in turn, will result in a greater number of crashes in the corridor. The project would provide for construction of a four-lane, divided highway on existing and/or new alignment meeting applicable standards for a rural expressway with a 70-mile-per-hour design speed and controlled access. In addition to the No-Build Alternative, four expressway alternatives are considered in this draft EIS. Build Alternative A would involve construction of two new lanes west of the existing roadway. Alternative B would involve construction of two new lanes east of the existing roadway and realignment of a railroad track north of County State Aid Highway 46. A new track would be constructed parallel to the new highway east of its present location. Alternative C, the preferred alternative, would involve reconstruction of the highway entirely on the east side of the railroad tracks from north of the US 10 junction to the passing lane section north of County State Aid Highway 48. Alternative D would involve reconstruction of the facility to the east of the railroad tracks. Alternatives C and D would provide the opportunity for a future diamond interchange at the intersection of TH 371 and TH 115. Depending on the build alternative considered, cost of the project ranges from $16.3 million to $23.0 million. Cost of the preferred alternative is estimated at $23.0 million. POSITIVE IMPACTS: The project would address poor access management and related safety problems currently affecting this segment of TH 371; provide a transportation system with sufficient capacity and operational efficiency to accommodate forecast traffic volumes; address the history of fatal traffic crashes and reduce the potential for serious traffic accidents in the future; and rectify variable pavement conditions add low sufficiency ratings at specific locations. NEGATIVE IMPACTS: Rights-of-way requirements for the preferred alternative would result in the displacement of three residences, three businesses, 319 acres of farmland, and nine acres of forested land, including tree farm acreage. The project would also affect eight acres of wetlands and 12 acres of floodplain and would require modification of one stream. The Northern Pacific Railroad/Railbed, a site of historic significance, would be affected by the project. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.). JF - EPA number: 020491, 121 pages and maps, November 29, 2002 PY - 2002 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-MN-EIS-02-03-D KW - Farmlands KW - Floodplains KW - Forests KW - Highways KW - Highway Structures KW - Historic Sites KW - Railroads KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Streams KW - Transportation KW - Wetlands KW - Minnesota KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36378957?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-11-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TRUNK+HIGHWAY+371+RECONSTRUCTION%2C+DISTRICT+3+-+BAXTER%2C+S.P.4912-48+-+FROM+JUNCTION+WITH+U.S.+TRUNK+HIGHWAY+10+TO+O.5+MILE+NORTH+OF+COUNTY+STATE+AID+HIGHWAY+48%2C+MORRISON+COUNTY%2C+MINNESOTA.&rft.title=TRUNK+HIGHWAY+371+RECONSTRUCTION%2C+DISTRICT+3+-+BAXTER%2C+S.P.4912-48+-+FROM+JUNCTION+WITH+U.S.+TRUNK+HIGHWAY+10+TO+O.5+MILE+NORTH+OF+COUNTY+STATE+AID+HIGHWAY+48%2C+MORRISON+COUNTY%2C+MINNESOTA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, St. Paul, Minnesota; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: November 29, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TRUNK HIGHWAY 371 RECONSTRUCTION, DISTRICT 3 - BAXTER, S.P.4912-48 - FROM JUNCTION WITH U.S. TRUNK HIGHWAY 10 TO O.5 MILE NORTH OF COUNTY STATE AID HIGHWAY 48, MORRISON COUNTY, MINNESOTA. AN - 16360614; 9835 AB - PURPOSE: The upgrading of eight miles of Trunk Highway (TH) 371 from U.S. 10 to a point 0.5 mile north of County State Aid Highway 48 in Morrison County, Minnesota is proposed. TH 371 would be widened from two to four lanes. Locally and regionally, TH 371 serves as the major connection between the area's residents and employment and service centers as well as a key recreational and tourist access route. Currently, weekday traffic volumes result in unacceptable levels of service along TH 371 in the study area and traffic volumes are projected to increase by 59 percent by 2025. Unless rectified, this situation will increase congestion substantially, causing regular backups on both TH 371 and US 10. These conditions, in turn, will result in a greater number of crashes in the corridor. The project would provide for construction of a four-lane, divided highway on existing and/or new alignment meeting applicable standards for a rural expressway with a 70-mile-per-hour design speed and controlled access. In addition to the No-Build Alternative, four expressway alternatives are considered in this draft EIS. Build Alternative A would involve construction of two new lanes west of the existing roadway. Alternative B would involve construction of two new lanes east of the existing roadway and realignment of a railroad track north of County State Aid Highway 46. A new track would be constructed parallel to the new highway east of its present location. Alternative C, the preferred alternative, would involve reconstruction of the highway entirely on the east side of the railroad tracks from north of the US 10 junction to the passing lane section north of County State Aid Highway 48. Alternative D would involve reconstruction of the facility to the east of the railroad tracks. Alternatives C and D would provide the opportunity for a future diamond interchange at the intersection of TH 371 and TH 115. Depending on the build alternative considered, cost of the project ranges from $16.3 million to $23.0 million. Cost of the preferred alternative is estimated at $23.0 million. POSITIVE IMPACTS: The project would address poor access management and related safety problems currently affecting this segment of TH 371; provide a transportation system with sufficient capacity and operational efficiency to accommodate forecast traffic volumes; address the history of fatal traffic crashes and reduce the potential for serious traffic accidents in the future; and rectify variable pavement conditions add low sufficiency ratings at specific locations. NEGATIVE IMPACTS: Rights-of-way requirements for the preferred alternative would result in the displacement of three residences, three businesses, 319 acres of farmland, and nine acres of forested land, including tree farm acreage. The project would also affect eight acres of wetlands and 12 acres of floodplain and would require modification of one stream. The Northern Pacific Railroad/Railbed, a site of historic significance, would be affected by the project. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.). JF - EPA number: 020491, 121 pages and maps, November 29, 2002 PY - 2002 KW - Roads and Railroads KW - Agency number: FHWA-MN-EIS-02-03-D KW - Farmlands KW - Floodplains KW - Forests KW - Highways KW - Highway Structures KW - Historic Sites KW - Railroads KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Streams KW - Transportation KW - Wetlands KW - Minnesota KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16360614?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-11-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TRUNK+HIGHWAY+371+RECONSTRUCTION%2C+DISTRICT+3+-+BAXTER%2C+S.P.4912-48+-+FROM+JUNCTION+WITH+U.S.+TRUNK+HIGHWAY+10+TO+O.5+MILE+NORTH+OF+COUNTY+STATE+AID+HIGHWAY+48%2C+MORRISON+COUNTY%2C+MINNESOTA.&rft.title=TRUNK+HIGHWAY+371+RECONSTRUCTION%2C+DISTRICT+3+-+BAXTER%2C+S.P.4912-48+-+FROM+JUNCTION+WITH+U.S.+TRUNK+HIGHWAY+10+TO+O.5+MILE+NORTH+OF+COUNTY+STATE+AID+HIGHWAY+48%2C+MORRISON+COUNTY%2C+MINNESOTA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, St. Paul, Minnesota; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: November 29, 2002 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - PHASE I REGIONAL RAIL SYSTEM, DURHAM AND WAKE COUNTIES, NORTH CAROLINA. [Part 1 of 6] T2 - PHASE I REGIONAL RAIL SYSTEM, DURHAM AND WAKE COUNTIES, NORTH CAROLINA. AN - 36389212; 9831-020487_0001 AB - PURPOSE: The implementation of rail transit improvements connecting the cities of Durham and Raleigh in Durham and Wake counties, North Carolina is proposed. The project corridor extends from western Durham, passes through downtown Durham to Research Triangle Park, Morrisville, Cary, and Raleigh, and terminates in North Raleigh. The corridor generally parallels North Carolina (NC) 147 (Durham Freeway), Interstate 40, NC 54, and U.S. 1 (Capital Boulevard), which are the major regional highways serving the corridor. The study area includes a mixture of land uses, including industrial, residential, institutional, and commercial/office development. The area contains several centers of high activity. This is a unique feature of the corridor, and these centers of activity have a dense concentration of mixed land uses and generate a large number of trips, many of which are employment related. Growing population and employment in the area have resulted in travel-related problems. Congestion affects most major roadways. Four rail transit alternatives, along with a No Build Alternative and a transportation system management (TSM) alternative, were considered in the draft EIS. Each rail alternative would employ a diesel multiple unit, self-propelled bi-directional vehicle that can operate as a single unit or together with other units. Eleven to 18 stations would provide access to the system. Alternative A would be a low-cost one-track system utilizing a combination of existing and new track along an initial segment of the corridor. Alternative B1 would be a one track system that would provide for increased track spacing and new track along the full length of the corridor and the potential for two-track freight and intercity passenger service. Alternative B2 would resemble Alternative B1, except that B2 would be a two-track system. Alternative C, which would provide for a different alignment, would be a two-track system, with the potential for two-track freight and intercity passenger service at the highest possible speed within the existing right-of-way. The locally preferred alternative identified in this final EIS would consist of a double-track line, accessed by 16 stations, beginning at Duke Medical Center in Durham and ending at Spring Forest Road in Raleigh. Estimated capital costs of the locally preferred alternative are estimated at $860.9 million. Annual operating and maintenance costs are estimated $87.5 million. POSITIVE IMPACTS: Under the rail alternatives, a faster, more efficient, more reliable transit service would be provided to area residents. Under the TSM or rail alternatives, transit patronage would increase substantially, reducing the number of motor vehicle trips, thereby reducing congesting and the related air quality and noise emission problems and mitigating parking problems. Anticipated regional growth would be supported. Alternative C satisfies all objectives of the regional transit authority. NEGATIVE IMPACTS: Project facility requirements would displace four households, 35 businesses, and seven institutional structures. Additional businesses could be affected by construction and/or operation of the system. Rights-of-way development would also displace 40 acres of pine-hardwood woodland, 31 acres of pine community, 38 acres of pine hardwood, and 1.21 acres of wetlands and require alteration of perennial streams at 19 locations and intermittent streams at 19 locations. Rail alternatives would increase the number of trains crossing existing highway/rail grade crossings. Localized traffic impacts would occur at several locations where local streets were altered to accommodate the regional rail alignment within the corridor. Traffic generated by rail stations would result in an undesirable level of service at numerous intersections. Relocation of track during construction would affect freight and passenger rail services in the corridor temporarily. Station facilities would result in substantial landscape changes in four residential neighborhoods. Noise impacts due to train operation would exceed federal standards at some locations, and traffic-related noise impacts would exceed standards in the vicinity of one station. Ten sites eligible for listing on the National Historic Register would be affected, and three parks would be affected by the project. A total of 40 hazardous waste sites were identified that could be encountered during construction. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 01-0321D, Volume 25, Number 3. JF - EPA number: 020487, Volume 1--701 pages, Volume 2--324 pages, Volume 3--421 pages (oversize, November 27, 2002 PY - 2002 VL - 1 KW - Roads and Railroads KW - Forests KW - Hazardous Wastes KW - Historic Sites KW - Noise Standards Violations KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Streams KW - Transportation KW - Wetlands KW - North Carolina KW - Department of Transportation Act of 1966, Parks KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36389212?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-11-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHASE+I+REGIONAL+RAIL+SYSTEM%2C+DURHAM+AND+WAKE+COUNTIES%2C+NORTH+CAROLINA.&rft.title=PHASE+I+REGIONAL+RAIL+SYSTEM%2C+DURHAM+AND+WAKE+COUNTIES%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Atlanta, Georgia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: November 27, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PHASE I REGIONAL RAIL SYSTEM, DURHAM AND WAKE COUNTIES, NORTH CAROLINA. [Part 5 of 6] T2 - PHASE I REGIONAL RAIL SYSTEM, DURHAM AND WAKE COUNTIES, NORTH CAROLINA. AN - 36387598; 9831-020487_0005 AB - PURPOSE: The implementation of rail transit improvements connecting the cities of Durham and Raleigh in Durham and Wake counties, North Carolina is proposed. The project corridor extends from western Durham, passes through downtown Durham to Research Triangle Park, Morrisville, Cary, and Raleigh, and terminates in North Raleigh. The corridor generally parallels North Carolina (NC) 147 (Durham Freeway), Interstate 40, NC 54, and U.S. 1 (Capital Boulevard), which are the major regional highways serving the corridor. The study area includes a mixture of land uses, including industrial, residential, institutional, and commercial/office development. The area contains several centers of high activity. This is a unique feature of the corridor, and these centers of activity have a dense concentration of mixed land uses and generate a large number of trips, many of which are employment related. Growing population and employment in the area have resulted in travel-related problems. Congestion affects most major roadways. Four rail transit alternatives, along with a No Build Alternative and a transportation system management (TSM) alternative, were considered in the draft EIS. Each rail alternative would employ a diesel multiple unit, self-propelled bi-directional vehicle that can operate as a single unit or together with other units. Eleven to 18 stations would provide access to the system. Alternative A would be a low-cost one-track system utilizing a combination of existing and new track along an initial segment of the corridor. Alternative B1 would be a one track system that would provide for increased track spacing and new track along the full length of the corridor and the potential for two-track freight and intercity passenger service. Alternative B2 would resemble Alternative B1, except that B2 would be a two-track system. Alternative C, which would provide for a different alignment, would be a two-track system, with the potential for two-track freight and intercity passenger service at the highest possible speed within the existing right-of-way. The locally preferred alternative identified in this final EIS would consist of a double-track line, accessed by 16 stations, beginning at Duke Medical Center in Durham and ending at Spring Forest Road in Raleigh. Estimated capital costs of the locally preferred alternative are estimated at $860.9 million. Annual operating and maintenance costs are estimated $87.5 million. POSITIVE IMPACTS: Under the rail alternatives, a faster, more efficient, more reliable transit service would be provided to area residents. Under the TSM or rail alternatives, transit patronage would increase substantially, reducing the number of motor vehicle trips, thereby reducing congesting and the related air quality and noise emission problems and mitigating parking problems. Anticipated regional growth would be supported. Alternative C satisfies all objectives of the regional transit authority. NEGATIVE IMPACTS: Project facility requirements would displace four households, 35 businesses, and seven institutional structures. Additional businesses could be affected by construction and/or operation of the system. Rights-of-way development would also displace 40 acres of pine-hardwood woodland, 31 acres of pine community, 38 acres of pine hardwood, and 1.21 acres of wetlands and require alteration of perennial streams at 19 locations and intermittent streams at 19 locations. Rail alternatives would increase the number of trains crossing existing highway/rail grade crossings. Localized traffic impacts would occur at several locations where local streets were altered to accommodate the regional rail alignment within the corridor. Traffic generated by rail stations would result in an undesirable level of service at numerous intersections. Relocation of track during construction would affect freight and passenger rail services in the corridor temporarily. Station facilities would result in substantial landscape changes in four residential neighborhoods. Noise impacts due to train operation would exceed federal standards at some locations, and traffic-related noise impacts would exceed standards in the vicinity of one station. Ten sites eligible for listing on the National Historic Register would be affected, and three parks would be affected by the project. A total of 40 hazardous waste sites were identified that could be encountered during construction. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 01-0321D, Volume 25, Number 3. JF - EPA number: 020487, Volume 1--701 pages, Volume 2--324 pages, Volume 3--421 pages (oversize, November 27, 2002 PY - 2002 VL - 5 KW - Roads and Railroads KW - Forests KW - Hazardous Wastes KW - Historic Sites KW - Noise Standards Violations KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Streams KW - Transportation KW - Wetlands KW - North Carolina KW - Department of Transportation Act of 1966, Parks KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36387598?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-11-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHASE+I+REGIONAL+RAIL+SYSTEM%2C+DURHAM+AND+WAKE+COUNTIES%2C+NORTH+CAROLINA.&rft.title=PHASE+I+REGIONAL+RAIL+SYSTEM%2C+DURHAM+AND+WAKE+COUNTIES%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Atlanta, Georgia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: November 27, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PHASE I REGIONAL RAIL SYSTEM, DURHAM AND WAKE COUNTIES, NORTH CAROLINA. [Part 4 of 6] T2 - PHASE I REGIONAL RAIL SYSTEM, DURHAM AND WAKE COUNTIES, NORTH CAROLINA. AN - 36378612; 9831-020487_0004 AB - PURPOSE: The implementation of rail transit improvements connecting the cities of Durham and Raleigh in Durham and Wake counties, North Carolina is proposed. The project corridor extends from western Durham, passes through downtown Durham to Research Triangle Park, Morrisville, Cary, and Raleigh, and terminates in North Raleigh. The corridor generally parallels North Carolina (NC) 147 (Durham Freeway), Interstate 40, NC 54, and U.S. 1 (Capital Boulevard), which are the major regional highways serving the corridor. The study area includes a mixture of land uses, including industrial, residential, institutional, and commercial/office development. The area contains several centers of high activity. This is a unique feature of the corridor, and these centers of activity have a dense concentration of mixed land uses and generate a large number of trips, many of which are employment related. Growing population and employment in the area have resulted in travel-related problems. Congestion affects most major roadways. Four rail transit alternatives, along with a No Build Alternative and a transportation system management (TSM) alternative, were considered in the draft EIS. Each rail alternative would employ a diesel multiple unit, self-propelled bi-directional vehicle that can operate as a single unit or together with other units. Eleven to 18 stations would provide access to the system. Alternative A would be a low-cost one-track system utilizing a combination of existing and new track along an initial segment of the corridor. Alternative B1 would be a one track system that would provide for increased track spacing and new track along the full length of the corridor and the potential for two-track freight and intercity passenger service. Alternative B2 would resemble Alternative B1, except that B2 would be a two-track system. Alternative C, which would provide for a different alignment, would be a two-track system, with the potential for two-track freight and intercity passenger service at the highest possible speed within the existing right-of-way. The locally preferred alternative identified in this final EIS would consist of a double-track line, accessed by 16 stations, beginning at Duke Medical Center in Durham and ending at Spring Forest Road in Raleigh. Estimated capital costs of the locally preferred alternative are estimated at $860.9 million. Annual operating and maintenance costs are estimated $87.5 million. POSITIVE IMPACTS: Under the rail alternatives, a faster, more efficient, more reliable transit service would be provided to area residents. Under the TSM or rail alternatives, transit patronage would increase substantially, reducing the number of motor vehicle trips, thereby reducing congesting and the related air quality and noise emission problems and mitigating parking problems. Anticipated regional growth would be supported. Alternative C satisfies all objectives of the regional transit authority. NEGATIVE IMPACTS: Project facility requirements would displace four households, 35 businesses, and seven institutional structures. Additional businesses could be affected by construction and/or operation of the system. Rights-of-way development would also displace 40 acres of pine-hardwood woodland, 31 acres of pine community, 38 acres of pine hardwood, and 1.21 acres of wetlands and require alteration of perennial streams at 19 locations and intermittent streams at 19 locations. Rail alternatives would increase the number of trains crossing existing highway/rail grade crossings. Localized traffic impacts would occur at several locations where local streets were altered to accommodate the regional rail alignment within the corridor. Traffic generated by rail stations would result in an undesirable level of service at numerous intersections. Relocation of track during construction would affect freight and passenger rail services in the corridor temporarily. Station facilities would result in substantial landscape changes in four residential neighborhoods. Noise impacts due to train operation would exceed federal standards at some locations, and traffic-related noise impacts would exceed standards in the vicinity of one station. Ten sites eligible for listing on the National Historic Register would be affected, and three parks would be affected by the project. A total of 40 hazardous waste sites were identified that could be encountered during construction. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 01-0321D, Volume 25, Number 3. JF - EPA number: 020487, Volume 1--701 pages, Volume 2--324 pages, Volume 3--421 pages (oversize, November 27, 2002 PY - 2002 VL - 4 KW - Roads and Railroads KW - Forests KW - Hazardous Wastes KW - Historic Sites KW - Noise Standards Violations KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Streams KW - Transportation KW - Wetlands KW - North Carolina KW - Department of Transportation Act of 1966, Parks KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36378612?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-11-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHASE+I+REGIONAL+RAIL+SYSTEM%2C+DURHAM+AND+WAKE+COUNTIES%2C+NORTH+CAROLINA.&rft.title=PHASE+I+REGIONAL+RAIL+SYSTEM%2C+DURHAM+AND+WAKE+COUNTIES%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Atlanta, Georgia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: November 27, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PHASE I REGIONAL RAIL SYSTEM, DURHAM AND WAKE COUNTIES, NORTH CAROLINA. [Part 6 of 6] T2 - PHASE I REGIONAL RAIL SYSTEM, DURHAM AND WAKE COUNTIES, NORTH CAROLINA. AN - 36378583; 9831-020487_0006 AB - PURPOSE: The implementation of rail transit improvements connecting the cities of Durham and Raleigh in Durham and Wake counties, North Carolina is proposed. The project corridor extends from western Durham, passes through downtown Durham to Research Triangle Park, Morrisville, Cary, and Raleigh, and terminates in North Raleigh. The corridor generally parallels North Carolina (NC) 147 (Durham Freeway), Interstate 40, NC 54, and U.S. 1 (Capital Boulevard), which are the major regional highways serving the corridor. The study area includes a mixture of land uses, including industrial, residential, institutional, and commercial/office development. The area contains several centers of high activity. This is a unique feature of the corridor, and these centers of activity have a dense concentration of mixed land uses and generate a large number of trips, many of which are employment related. Growing population and employment in the area have resulted in travel-related problems. Congestion affects most major roadways. Four rail transit alternatives, along with a No Build Alternative and a transportation system management (TSM) alternative, were considered in the draft EIS. Each rail alternative would employ a diesel multiple unit, self-propelled bi-directional vehicle that can operate as a single unit or together with other units. Eleven to 18 stations would provide access to the system. Alternative A would be a low-cost one-track system utilizing a combination of existing and new track along an initial segment of the corridor. Alternative B1 would be a one track system that would provide for increased track spacing and new track along the full length of the corridor and the potential for two-track freight and intercity passenger service. Alternative B2 would resemble Alternative B1, except that B2 would be a two-track system. Alternative C, which would provide for a different alignment, would be a two-track system, with the potential for two-track freight and intercity passenger service at the highest possible speed within the existing right-of-way. The locally preferred alternative identified in this final EIS would consist of a double-track line, accessed by 16 stations, beginning at Duke Medical Center in Durham and ending at Spring Forest Road in Raleigh. Estimated capital costs of the locally preferred alternative are estimated at $860.9 million. Annual operating and maintenance costs are estimated $87.5 million. POSITIVE IMPACTS: Under the rail alternatives, a faster, more efficient, more reliable transit service would be provided to area residents. Under the TSM or rail alternatives, transit patronage would increase substantially, reducing the number of motor vehicle trips, thereby reducing congesting and the related air quality and noise emission problems and mitigating parking problems. Anticipated regional growth would be supported. Alternative C satisfies all objectives of the regional transit authority. NEGATIVE IMPACTS: Project facility requirements would displace four households, 35 businesses, and seven institutional structures. Additional businesses could be affected by construction and/or operation of the system. Rights-of-way development would also displace 40 acres of pine-hardwood woodland, 31 acres of pine community, 38 acres of pine hardwood, and 1.21 acres of wetlands and require alteration of perennial streams at 19 locations and intermittent streams at 19 locations. Rail alternatives would increase the number of trains crossing existing highway/rail grade crossings. Localized traffic impacts would occur at several locations where local streets were altered to accommodate the regional rail alignment within the corridor. Traffic generated by rail stations would result in an undesirable level of service at numerous intersections. Relocation of track during construction would affect freight and passenger rail services in the corridor temporarily. Station facilities would result in substantial landscape changes in four residential neighborhoods. Noise impacts due to train operation would exceed federal standards at some locations, and traffic-related noise impacts would exceed standards in the vicinity of one station. Ten sites eligible for listing on the National Historic Register would be affected, and three parks would be affected by the project. A total of 40 hazardous waste sites were identified that could be encountered during construction. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 01-0321D, Volume 25, Number 3. JF - EPA number: 020487, Volume 1--701 pages, Volume 2--324 pages, Volume 3--421 pages (oversize, November 27, 2002 PY - 2002 VL - 6 KW - Roads and Railroads KW - Forests KW - Hazardous Wastes KW - Historic Sites KW - Noise Standards Violations KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Streams KW - Transportation KW - Wetlands KW - North Carolina KW - Department of Transportation Act of 1966, Parks KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36378583?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-11-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHASE+I+REGIONAL+RAIL+SYSTEM%2C+DURHAM+AND+WAKE+COUNTIES%2C+NORTH+CAROLINA.&rft.title=PHASE+I+REGIONAL+RAIL+SYSTEM%2C+DURHAM+AND+WAKE+COUNTIES%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Atlanta, Georgia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: November 27, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PHASE I REGIONAL RAIL SYSTEM, DURHAM AND WAKE COUNTIES, NORTH CAROLINA. [Part 3 of 6] T2 - PHASE I REGIONAL RAIL SYSTEM, DURHAM AND WAKE COUNTIES, NORTH CAROLINA. AN - 36378533; 9831-020487_0003 AB - PURPOSE: The implementation of rail transit improvements connecting the cities of Durham and Raleigh in Durham and Wake counties, North Carolina is proposed. The project corridor extends from western Durham, passes through downtown Durham to Research Triangle Park, Morrisville, Cary, and Raleigh, and terminates in North Raleigh. The corridor generally parallels North Carolina (NC) 147 (Durham Freeway), Interstate 40, NC 54, and U.S. 1 (Capital Boulevard), which are the major regional highways serving the corridor. The study area includes a mixture of land uses, including industrial, residential, institutional, and commercial/office development. The area contains several centers of high activity. This is a unique feature of the corridor, and these centers of activity have a dense concentration of mixed land uses and generate a large number of trips, many of which are employment related. Growing population and employment in the area have resulted in travel-related problems. Congestion affects most major roadways. Four rail transit alternatives, along with a No Build Alternative and a transportation system management (TSM) alternative, were considered in the draft EIS. Each rail alternative would employ a diesel multiple unit, self-propelled bi-directional vehicle that can operate as a single unit or together with other units. Eleven to 18 stations would provide access to the system. Alternative A would be a low-cost one-track system utilizing a combination of existing and new track along an initial segment of the corridor. Alternative B1 would be a one track system that would provide for increased track spacing and new track along the full length of the corridor and the potential for two-track freight and intercity passenger service. Alternative B2 would resemble Alternative B1, except that B2 would be a two-track system. Alternative C, which would provide for a different alignment, would be a two-track system, with the potential for two-track freight and intercity passenger service at the highest possible speed within the existing right-of-way. The locally preferred alternative identified in this final EIS would consist of a double-track line, accessed by 16 stations, beginning at Duke Medical Center in Durham and ending at Spring Forest Road in Raleigh. Estimated capital costs of the locally preferred alternative are estimated at $860.9 million. Annual operating and maintenance costs are estimated $87.5 million. POSITIVE IMPACTS: Under the rail alternatives, a faster, more efficient, more reliable transit service would be provided to area residents. Under the TSM or rail alternatives, transit patronage would increase substantially, reducing the number of motor vehicle trips, thereby reducing congesting and the related air quality and noise emission problems and mitigating parking problems. Anticipated regional growth would be supported. Alternative C satisfies all objectives of the regional transit authority. NEGATIVE IMPACTS: Project facility requirements would displace four households, 35 businesses, and seven institutional structures. Additional businesses could be affected by construction and/or operation of the system. Rights-of-way development would also displace 40 acres of pine-hardwood woodland, 31 acres of pine community, 38 acres of pine hardwood, and 1.21 acres of wetlands and require alteration of perennial streams at 19 locations and intermittent streams at 19 locations. Rail alternatives would increase the number of trains crossing existing highway/rail grade crossings. Localized traffic impacts would occur at several locations where local streets were altered to accommodate the regional rail alignment within the corridor. Traffic generated by rail stations would result in an undesirable level of service at numerous intersections. Relocation of track during construction would affect freight and passenger rail services in the corridor temporarily. Station facilities would result in substantial landscape changes in four residential neighborhoods. Noise impacts due to train operation would exceed federal standards at some locations, and traffic-related noise impacts would exceed standards in the vicinity of one station. Ten sites eligible for listing on the National Historic Register would be affected, and three parks would be affected by the project. A total of 40 hazardous waste sites were identified that could be encountered during construction. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 01-0321D, Volume 25, Number 3. JF - EPA number: 020487, Volume 1--701 pages, Volume 2--324 pages, Volume 3--421 pages (oversize, November 27, 2002 PY - 2002 VL - 3 KW - Roads and Railroads KW - Forests KW - Hazardous Wastes KW - Historic Sites KW - Noise Standards Violations KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Streams KW - Transportation KW - Wetlands KW - North Carolina KW - Department of Transportation Act of 1966, Parks KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36378533?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-11-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHASE+I+REGIONAL+RAIL+SYSTEM%2C+DURHAM+AND+WAKE+COUNTIES%2C+NORTH+CAROLINA.&rft.title=PHASE+I+REGIONAL+RAIL+SYSTEM%2C+DURHAM+AND+WAKE+COUNTIES%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Atlanta, Georgia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: November 27, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PHASE I REGIONAL RAIL SYSTEM, DURHAM AND WAKE COUNTIES, NORTH CAROLINA. [Part 2 of 6] T2 - PHASE I REGIONAL RAIL SYSTEM, DURHAM AND WAKE COUNTIES, NORTH CAROLINA. AN - 36378351; 9831-020487_0002 AB - PURPOSE: The implementation of rail transit improvements connecting the cities of Durham and Raleigh in Durham and Wake counties, North Carolina is proposed. The project corridor extends from western Durham, passes through downtown Durham to Research Triangle Park, Morrisville, Cary, and Raleigh, and terminates in North Raleigh. The corridor generally parallels North Carolina (NC) 147 (Durham Freeway), Interstate 40, NC 54, and U.S. 1 (Capital Boulevard), which are the major regional highways serving the corridor. The study area includes a mixture of land uses, including industrial, residential, institutional, and commercial/office development. The area contains several centers of high activity. This is a unique feature of the corridor, and these centers of activity have a dense concentration of mixed land uses and generate a large number of trips, many of which are employment related. Growing population and employment in the area have resulted in travel-related problems. Congestion affects most major roadways. Four rail transit alternatives, along with a No Build Alternative and a transportation system management (TSM) alternative, were considered in the draft EIS. Each rail alternative would employ a diesel multiple unit, self-propelled bi-directional vehicle that can operate as a single unit or together with other units. Eleven to 18 stations would provide access to the system. Alternative A would be a low-cost one-track system utilizing a combination of existing and new track along an initial segment of the corridor. Alternative B1 would be a one track system that would provide for increased track spacing and new track along the full length of the corridor and the potential for two-track freight and intercity passenger service. Alternative B2 would resemble Alternative B1, except that B2 would be a two-track system. Alternative C, which would provide for a different alignment, would be a two-track system, with the potential for two-track freight and intercity passenger service at the highest possible speed within the existing right-of-way. The locally preferred alternative identified in this final EIS would consist of a double-track line, accessed by 16 stations, beginning at Duke Medical Center in Durham and ending at Spring Forest Road in Raleigh. Estimated capital costs of the locally preferred alternative are estimated at $860.9 million. Annual operating and maintenance costs are estimated $87.5 million. POSITIVE IMPACTS: Under the rail alternatives, a faster, more efficient, more reliable transit service would be provided to area residents. Under the TSM or rail alternatives, transit patronage would increase substantially, reducing the number of motor vehicle trips, thereby reducing congesting and the related air quality and noise emission problems and mitigating parking problems. Anticipated regional growth would be supported. Alternative C satisfies all objectives of the regional transit authority. NEGATIVE IMPACTS: Project facility requirements would displace four households, 35 businesses, and seven institutional structures. Additional businesses could be affected by construction and/or operation of the system. Rights-of-way development would also displace 40 acres of pine-hardwood woodland, 31 acres of pine community, 38 acres of pine hardwood, and 1.21 acres of wetlands and require alteration of perennial streams at 19 locations and intermittent streams at 19 locations. Rail alternatives would increase the number of trains crossing existing highway/rail grade crossings. Localized traffic impacts would occur at several locations where local streets were altered to accommodate the regional rail alignment within the corridor. Traffic generated by rail stations would result in an undesirable level of service at numerous intersections. Relocation of track during construction would affect freight and passenger rail services in the corridor temporarily. Station facilities would result in substantial landscape changes in four residential neighborhoods. Noise impacts due to train operation would exceed federal standards at some locations, and traffic-related noise impacts would exceed standards in the vicinity of one station. Ten sites eligible for listing on the National Historic Register would be affected, and three parks would be affected by the project. A total of 40 hazardous waste sites were identified that could be encountered during construction. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 01-0321D, Volume 25, Number 3. JF - EPA number: 020487, Volume 1--701 pages, Volume 2--324 pages, Volume 3--421 pages (oversize, November 27, 2002 PY - 2002 VL - 2 KW - Roads and Railroads KW - Forests KW - Hazardous Wastes KW - Historic Sites KW - Noise Standards Violations KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Streams KW - Transportation KW - Wetlands KW - North Carolina KW - Department of Transportation Act of 1966, Parks KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36378351?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-11-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHASE+I+REGIONAL+RAIL+SYSTEM%2C+DURHAM+AND+WAKE+COUNTIES%2C+NORTH+CAROLINA.&rft.title=PHASE+I+REGIONAL+RAIL+SYSTEM%2C+DURHAM+AND+WAKE+COUNTIES%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Atlanta, Georgia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: November 27, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PHASE I REGIONAL RAIL SYSTEM, DURHAM AND WAKE COUNTIES, NORTH CAROLINA. AN - 16344466; 9831 AB - PURPOSE: The implementation of rail transit improvements connecting the cities of Durham and Raleigh in Durham and Wake counties, North Carolina is proposed. The project corridor extends from western Durham, passes through downtown Durham to Research Triangle Park, Morrisville, Cary, and Raleigh, and terminates in North Raleigh. The corridor generally parallels North Carolina (NC) 147 (Durham Freeway), Interstate 40, NC 54, and U.S. 1 (Capital Boulevard), which are the major regional highways serving the corridor. The study area includes a mixture of land uses, including industrial, residential, institutional, and commercial/office development. The area contains several centers of high activity. This is a unique feature of the corridor, and these centers of activity have a dense concentration of mixed land uses and generate a large number of trips, many of which are employment related. Growing population and employment in the area have resulted in travel-related problems. Congestion affects most major roadways. Four rail transit alternatives, along with a No Build Alternative and a transportation system management (TSM) alternative, were considered in the draft EIS. Each rail alternative would employ a diesel multiple unit, self-propelled bi-directional vehicle that can operate as a single unit or together with other units. Eleven to 18 stations would provide access to the system. Alternative A would be a low-cost one-track system utilizing a combination of existing and new track along an initial segment of the corridor. Alternative B1 would be a one track system that would provide for increased track spacing and new track along the full length of the corridor and the potential for two-track freight and intercity passenger service. Alternative B2 would resemble Alternative B1, except that B2 would be a two-track system. Alternative C, which would provide for a different alignment, would be a two-track system, with the potential for two-track freight and intercity passenger service at the highest possible speed within the existing right-of-way. The locally preferred alternative identified in this final EIS would consist of a double-track line, accessed by 16 stations, beginning at Duke Medical Center in Durham and ending at Spring Forest Road in Raleigh. Estimated capital costs of the locally preferred alternative are estimated at $860.9 million. Annual operating and maintenance costs are estimated $87.5 million. POSITIVE IMPACTS: Under the rail alternatives, a faster, more efficient, more reliable transit service would be provided to area residents. Under the TSM or rail alternatives, transit patronage would increase substantially, reducing the number of motor vehicle trips, thereby reducing congesting and the related air quality and noise emission problems and mitigating parking problems. Anticipated regional growth would be supported. Alternative C satisfies all objectives of the regional transit authority. NEGATIVE IMPACTS: Project facility requirements would displace four households, 35 businesses, and seven institutional structures. Additional businesses could be affected by construction and/or operation of the system. Rights-of-way development would also displace 40 acres of pine-hardwood woodland, 31 acres of pine community, 38 acres of pine hardwood, and 1.21 acres of wetlands and require alteration of perennial streams at 19 locations and intermittent streams at 19 locations. Rail alternatives would increase the number of trains crossing existing highway/rail grade crossings. Localized traffic impacts would occur at several locations where local streets were altered to accommodate the regional rail alignment within the corridor. Traffic generated by rail stations would result in an undesirable level of service at numerous intersections. Relocation of track during construction would affect freight and passenger rail services in the corridor temporarily. Station facilities would result in substantial landscape changes in four residential neighborhoods. Noise impacts due to train operation would exceed federal standards at some locations, and traffic-related noise impacts would exceed standards in the vicinity of one station. Ten sites eligible for listing on the National Historic Register would be affected, and three parks would be affected by the project. A total of 40 hazardous waste sites were identified that could be encountered during construction. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 01-0321D, Volume 25, Number 3. JF - EPA number: 020487, Volume 1--701 pages, Volume 2--324 pages, Volume 3--421 pages (oversize, November 27, 2002 PY - 2002 KW - Roads and Railroads KW - Forests KW - Hazardous Wastes KW - Historic Sites KW - Noise Standards Violations KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Streams KW - Transportation KW - Wetlands KW - North Carolina KW - Department of Transportation Act of 1966, Parks KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16344466?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-11-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHASE+I+REGIONAL+RAIL+SYSTEM%2C+DURHAM+AND+WAKE+COUNTIES%2C+NORTH+CAROLINA.&rft.title=PHASE+I+REGIONAL+RAIL+SYSTEM%2C+DURHAM+AND+WAKE+COUNTIES%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Atlanta, Georgia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: November 27, 2002 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - EXPANSION OF RUNWAY 9R-27L, FORT LAUDERDALE-HOLLYWOOD INTERNATIONAL AIRPORT, BROWARD COUNTY, FLORIDA (SECOND DRAFT SUPPLEMENT TO THE FEBRUARY 2001 DRAFT ENVIRONMENTAL IMPACT STATEMENT). AN - 16362769; 9696 AB - PURPOSE: The extension of a Runway (9R/27L) at the Fort Lauderdale-Hollywood International Airport, Broward County, Florida is proposed. The airport has one primary air carrier runway (9L/27R), which is 9,001 feet in length. A capacity study of the airport indicated that closure of the existing runway for maintenance or due to an accident will severely restrict use of the airport by all operators. The airport's two cross-wind runways, one of which is 9R /27L, are inadequate for scheduled flight departures by some commercial aircraft currently operating at the facility. The availability of a second primary runway is becoming increasingly important to both the commercial air passenger carriers and to overnight delivery air cargo carriers. Moreover, the airport needs to increase its overall airfield capacity to reduce delays. Four alternatives, including a No Action Alternative, were considered in detail in the draft EIS of February 2001. The proposed project would involve extension of Runway 9R/27L from a length of 5,276 feet to a length of 8,920 feet and widening the runway by 50 feet to a width of 150 feet; elevation of the runway to a minimum of 37.5 feet above mean sea level and construction of a bridge to provide at least 23 feet of clearance over the Florida East Coast Railroad and 15 feet of clearance over U.S. Highway 1; construction of a new 75-foot-wide parallel taxiway on the north side of the runway; construction of a bypass taxiway at the east end of the runway; installation of an instrument landing system for both primary runways; installation of precise runway monitor equipment; relocation of the Florida Power and Light electrical power lines underground within the existing rights-of-way; and construction of an extension of Northeast 10th Street. Operational restrictions to reduce noise levels associated with airport operations would be implemented. This second draft supplement to the draft EIS provides revised runway use assumptions for the proposed alternatives, revisions to the predicted number of residents impacted by noise for all alternatives using 2000 Census Block data, Broward County's commitments for proposed mitigation of noise impacts for the proposed alternatives, and changes to anticipated impacts to parks and other recreational areas. POSITIVE IMPACTS: Delays due to air traffic volume, accidents, maintenance, or inclement weather would be reduced significantly. The proportion of minority residents negatively affected by the airport would decline from 36 percent to 31 percent in the long-term. Emissions of volitalized organic compounds, nitrous oxides, and carbon monoxide related to airport operations would decline somewhat in both the short- and long-term. Aircraft fuel consumption due to delays would decline significantly. NEGATIVE IMPACTS: The area of incompatible residential land uses in the vicinity of the airport would increase somewhat in the long-term. Approximately 3.36 acres of surface water and 21 acres of wetlands would be subject to filling, and 71 acres of impervious surface would be added to the airport site, increasing runoff levels. The project would affect 50 acres of floodplain land. LEGAL MANDATES: Airport and Airway Improvements Act of 1982, as amended (49 U.S.C. 47101 et seq.) and Federal Aviation Act of 1958 (49 U.S.C. 40101 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 01-0105D, Volume 25, Number 2. For the abstract of the first draft supplemental EIS, see 02-0108D, Volume 26, Number 2. JF - EPA number: 020480, 59 pages and maps, November 21, 2002 PY - 2002 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Air Quality Assessments KW - Bridges KW - Floodplains KW - Minorities KW - Nitrogen Oxides KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Roads KW - Section 4(f) Statements KW - Transmission Lines KW - Weather KW - Wetlands KW - Florida KW - Airport and Airway Improvements Act of 1982, Compliance KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16362769?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-11-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EXPANSION+OF+RUNWAY+9R-27L%2C+FORT+LAUDERDALE-HOLLYWOOD+INTERNATIONAL+AIRPORT%2C+BROWARD+COUNTY%2C+FLORIDA+%28SECOND+DRAFT+SUPPLEMENT+TO+THE+FEBRUARY+2001+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=EXPANSION+OF+RUNWAY+9R-27L%2C+FORT+LAUDERDALE-HOLLYWOOD+INTERNATIONAL+AIRPORT%2C+BROWARD+COUNTY%2C+FLORIDA+%28SECOND+DRAFT+SUPPLEMENT+TO+THE+FEBRUARY+2001+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Orlando, Florida; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: November 21, 2002 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - SOUTH EXTENSION OF THE COASTAL TRAIL, ANCHORAGE, ALASKA. AN - 16353758; 9691 AB - PURPOSE: The extension of the Tony Knowles Coastal Trail, a National Recreation Trail, approximately 14 miles from its terminus at Kincaid Park southeast to Potter Weight Station in the vicinity of Anchorage, Alaska is proposed. The Potter Weigh Station is at the southern extent of the urbanized Anchorage Bowl. Adopted municipal planning documents include a long-range goal of a regional trail spanning 7 miles from the municipality's southern boundary to its northern boundary. The trail extension would resemble the existing trail, which is typically 10 feet wide, paved with asphalt, flanked by two-food shoulders, and intended to serve foot traffic, bicyclists, in-line skaters, and cross-country skiers. Six build alternatives and a No Action Alternative are considered in this draft EIS. The Orange Modified Alternative, which is the preferred alternative, would climb through the forest to the coastal bluff in Kincaid Park, make a wide arc around the Kincaid motocross area, and descent the bluff face. Subsequently, it would remain approximately 20 feet above the coastal flats on the bluff face to a point near Jade Street and follow the bluff top to Campbell Creek, cross Campbell Creek estuary on pilings, descend the bluff face in a platted coastal trail rights-of-way, continue along the base of bluff past Bayshore Creek to the Peat Disposal Peninsula, turn inland along Southport Drive and Klatt Road, return to the coastal bluff at Victor Road, continue along the base of the coastal bluff to Johns Park, climb nearly to the bluff top and descend toward Oceanview Bluff Park, pass through a tunnel under the Alaska Railroad and follow the east side of the tracks south to a tunnel under the New Seward Highway, and follow the New Seward Highway south along the western edge of Potter Marsh to the Potter Weigh Station. An existing coastal trail easement on an existing sewer line embankment near the toe of the coastal bluff would be marked for approximately 4,100 feet east of the Peat Disposal Peninsula for use as as seasonal route when bird disturbance potential is low. Costs of construction and rights-of-way acquisition are estimated at $32.0 million and $5.2 million, respectively. POSITIVE IMPACTS: The project would represent a component of the planned regional trail system within the Municipality of Anchorage and, by itself, provide independent utility connection by connecting South Anchorage neighborhoods, Potter Marsh, Chugach State Park, Kincaid Park, and other parks and facilities in the study area. The facility would meet the needs of a broad spectrum of trail users during all seasons. NEGATIVE IMPACTS: Trail construction would displace vegetation and the associated wildlife habitat, including preferred bird habitat, and trail use would disturb wildlife. Parkland and open space would be lost to trail use. The trail would cross roadways at-grade at a number of locations, presenting safety hazards to users, particularly children. Additional safety hazards would be presented due to the proximity of some stretches of the trail to areas frequented by hunters. Approximately 10.7 acre of wetland would be filled. Four salmon streams would be traversed and up to 9.5 acres of essential fish habitat would be lost. Two bald eagle nests would lie within close proximity to the trail. Six historic sites could be affected. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.). JF - EPA number: 020474, Draft EIS--489 pages and maps, Appendices--773 pages and maps, November 14, 2002 PY - 2002 KW - Parks, Refuges and Forests KW - Agency number: FHWA-AK-EIS-02-01-D KW - Birds KW - Coastal Zones KW - Easements KW - Endangered Species (Animals) KW - Fish KW - Historic Sites KW - Hydrologic Assessments KW - National Parks KW - Parks KW - Recreation Resources KW - Recreation Resources Management KW - Streams KW - Trails KW - Wetlands KW - Wildlife KW - Wildlife Habitat KW - Alaska KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16353758?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-11-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+EXTENSION+OF+THE+COASTAL+TRAIL%2C+ANCHORAGE%2C+ALASKA.&rft.title=SOUTH+EXTENSION+OF+THE+COASTAL+TRAIL%2C+ANCHORAGE%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Juneau, Alaska; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: November 14, 2002 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - US-31 FREEWAY CONNECTION TO I-94, BERRIEN COUNTY, MICHIGAN (DRAFT SUPPLEMENT TO THE 1981 FINAL EIS). [Part 1 of 1] T2 - US-31 FREEWAY CONNECTION TO I-94, BERRIEN COUNTY, MICHIGAN (DRAFT SUPPLEMENT TO THE 1981 FINAL EIS). AN - 36387732; 9683-020466_0001 AB - PURPOSE: The relocation of US 31 as a freeway to connect Matthew Road to Interstate 94 (I-94) in Berrien County, Michigan is proposed. This draft supplement to the 1981 final EIS addresses the northernmost four miles of the US 21 freeway approved in the 1981 document. The study area is located in the Benton Charter Township, east of Benton Harbor, and is roughly bounded by I-94 to the north and west, Napier Avenue to the south, and Blue Creek Road tot he east. The US 31 freeway project has been under development for over 30 years. The objective has been to provide a freeway connection from the I-80/I-90 toll road in Indiana to the US 31/I-196 connection at I-94. In addition to the No-Build Alternative and a transportation system management alternative, this supplemental EIS considers three build alternatives. The preferred alternative (PA-2) would involve an I-94 connection that would differ from that recommended in the 1981 final EIS. This alternative would result in a US 31 connection to I-94 just south of the existing I-94/Business Loop 94 (BL-94) interchange. The BL-94 interchange would be reconstructed to serve as a full access interchange. Traffic on the US 31 freeway would has to have a direct connection to BL-94 as well as I-94. Auxiliary lanes would be provided on I-94 between the US 31 interchange with I-94/BL-94 and the existing I-94/I-196/US 31 interchange. These lanes would allow through traffic on US 31 to remain in the auxiliary lane provided and not merge into I-94. Cost of the preferred alternative is estimated at $79.2 million. POSITIVE IMPACTS: The project would improve US 31 system connectivity, enhance vehicular travel within the region, and improve access to I-94, I-96, and Business Loop 94. The new connector would reduce congestion problems forecast for the study area. In addition to improving level of service in the area, the project would enhance safety by preventing merging at the major interchange. NEGATIVE IMPACTS: Rights-of-way requirements for the preferred alternative would result in displacement of 442 acres of lane, including 441 acres of farmland and open space. Approximately 215 acres of prime agricultural soils would be lost. Fourteen residential units would be relocated and one parcel would be land locked. The project would displace 13.2 acres of wetlands. One archaeological site could be affected. Construction activities would encounter five hazardous waste sites. One road closure would be required. Traffic generated noise would exceed federal standards at 24 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: 020466, 246 pages and maps, November 13, 2002 PY - 2002 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-MI-EIS-78-02-DS KW - Archaeological Sites KW - Farmlands KW - Hazardous Wastes KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Open Space KW - Relocations-Property Acquisitions KW - Safety KW - Transportation KW - Wetlands KW - Wildlife Surveys KW - Michigan KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36387732?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-11-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US-31+FREEWAY+CONNECTION+TO+I-94%2C+BERRIEN+COUNTY%2C+MICHIGAN+%28DRAFT+SUPPLEMENT+TO+THE+1981+FINAL+EIS%29.&rft.title=US-31+FREEWAY+CONNECTION+TO+I-94%2C+BERRIEN+COUNTY%2C+MICHIGAN+%28DRAFT+SUPPLEMENT+TO+THE+1981+FINAL+EIS%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 - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: November 13, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US-31 FREEWAY CONNECTION TO I-94, BERRIEN COUNTY, MICHIGAN (DRAFT SUPPLEMENT TO THE 1981 FINAL EIS). AN - 16350265; 9683 AB - PURPOSE: The relocation of US 31 as a freeway to connect Matthew Road to Interstate 94 (I-94) in Berrien County, Michigan is proposed. This draft supplement to the 1981 final EIS addresses the northernmost four miles of the US 21 freeway approved in the 1981 document. The study area is located in the Benton Charter Township, east of Benton Harbor, and is roughly bounded by I-94 to the north and west, Napier Avenue to the south, and Blue Creek Road tot he east. The US 31 freeway project has been under development for over 30 years. The objective has been to provide a freeway connection from the I-80/I-90 toll road in Indiana to the US 31/I-196 connection at I-94. In addition to the No-Build Alternative and a transportation system management alternative, this supplemental EIS considers three build alternatives. The preferred alternative (PA-2) would involve an I-94 connection that would differ from that recommended in the 1981 final EIS. This alternative would result in a US 31 connection to I-94 just south of the existing I-94/Business Loop 94 (BL-94) interchange. The BL-94 interchange would be reconstructed to serve as a full access interchange. Traffic on the US 31 freeway would has to have a direct connection to BL-94 as well as I-94. Auxiliary lanes would be provided on I-94 between the US 31 interchange with I-94/BL-94 and the existing I-94/I-196/US 31 interchange. These lanes would allow through traffic on US 31 to remain in the auxiliary lane provided and not merge into I-94. Cost of the preferred alternative is estimated at $79.2 million. POSITIVE IMPACTS: The project would improve US 31 system connectivity, enhance vehicular travel within the region, and improve access to I-94, I-96, and Business Loop 94. The new connector would reduce congestion problems forecast for the study area. In addition to improving level of service in the area, the project would enhance safety by preventing merging at the major interchange. NEGATIVE IMPACTS: Rights-of-way requirements for the preferred alternative would result in displacement of 442 acres of lane, including 441 acres of farmland and open space. Approximately 215 acres of prime agricultural soils would be lost. Fourteen residential units would be relocated and one parcel would be land locked. The project would displace 13.2 acres of wetlands. One archaeological site could be affected. Construction activities would encounter five hazardous waste sites. One road closure would be required. Traffic generated noise would exceed federal standards at 24 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: 020466, 246 pages and maps, November 13, 2002 PY - 2002 KW - Roads and Railroads KW - Agency number: FHWA-MI-EIS-78-02-DS KW - Archaeological Sites KW - Farmlands KW - Hazardous Wastes KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Open Space KW - Relocations-Property Acquisitions KW - Safety KW - Transportation KW - Wetlands KW - Wildlife Surveys KW - Michigan KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16350265?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-11-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US-31+FREEWAY+CONNECTION+TO+I-94%2C+BERRIEN+COUNTY%2C+MICHIGAN+%28DRAFT+SUPPLEMENT+TO+THE+1981+FINAL+EIS%29.&rft.title=US-31+FREEWAY+CONNECTION+TO+I-94%2C+BERRIEN+COUNTY%2C+MICHIGAN+%28DRAFT+SUPPLEMENT+TO+THE+1981+FINAL+EIS%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 - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: November 13, 2002 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - CENTRAL PHOENIX/EAST VALLEY LIGHT RAIL TRANSIT PROJECT, PHOENIX, TEMPE, MESA, ARIZONA. [Part 5 of 5] T2 - CENTRAL PHOENIX/EAST VALLEY LIGHT RAIL TRANSIT PROJECT, PHOENIX, TEMPE, MESA, ARIZONA. AN - 36388744; 9687-020470_0005 AB - PURPOSE: The construction and operation of a 24.5-mile light rail transit (LRT) project to establish LRT connnections between north-central Phoenix, the Phoenix central business district (CBD), the Tempe CBD, and downtown Mesa, Arizona is proposed. The study area lies in the center of the Phoenix metropolitan area and includes most of the region's major activity centers as well as sizeable concentrations of population and employment. In addition to the proposed LRT system, a No-Build Alternative is considered in this final EIS. The project would include a 20.3-mile minimum operable segment (MOS), which includes the locally preferred alternative selected in the Central Phoenix/East Valley (CP/EV) and Phoenix /Glendale Major Investment Studies completed in 1998. the CP/EV LRT MOS would extend from 19th Avenue and Bethany Home Road in the vicinity of Chris-Town Mall in Phoenix to Main Street and Longmore (the East Valley Institute of Technology in Mesa. The double-wire overhead catenary system would include the LRT guideway, LRT vehicles, LRT stations, an operations/control center, a maintenance and storage facility, 21 dual-feet substations with power redundancy built into the design, park-and-ride lots, off-street bus bays and transit centers, three-crossing bridge modifications, two freeway-crossing bridge modifications; one dedicated LRT bridge across Tempe Tower Lake, and one dedicated LRT bridge across the Union Pacific Railroad (UPRR) to provide access to the maintenance and storage facility. Minor modifications to the planned and programmed bus service would occur to eliminate redundant transit services in the corridor and redirect bus routes to facilitate connectivity between the LRT system and bus transit facilities. Estimated costs of the preferred LRT alternative is $1.18 billion. POSITIVE IMPACTS: The LRT system would improve the reliability and availability of transit service in the corridor; improve regional transit connectivity; connect the corridor's major activity centers via a high-capacity transit system; reduce roadway congestion within the corridor; reduce vehicle miles of travel within the corridor; and reduce vehicle emissions regionally. By so doing, the project would enhance the region's economic potential and help attain a quality of life consistent with local, state, and federal initiatives. NEGATIVE IMPACTS: The project would encroach on the floodway. Utility lines would require relocation. Left-turn access to some properties along the LRT alignment would be eliminated, and wheel squealing at certain locations would constitute significant noise level increases. Land use impacts and impacts to visual quality could have a disproportionate impact on disadvantaged populations in the area. LRT structures would mar the visual context of certain historic sites, including the UPRR bridge, and some land associated with historic sites and Tempe Town Lake Park would be displaced. The construction area could contain archaeologically significant sites. Construction activities could encounter hazardous materials sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) and National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0183D, Volume 26, Number 2. JF - EPA number: 020470, Volume 1--564 pages, Volume 2--498 pages, Map Supplement--195 pages (oversized, November 8, 2002 PY - 2002 VL - 5 KW - Roads and Railroads KW - Air Quality KW - Archaeological Sites KW - Bridges KW - Central Business Districts KW - Hazardous Materials KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise KW - Parking KW - Parks KW - Railroad Structures KW - Rapid Transit Systems KW - Section 4(f) Statements KW - Urban Development KW - Visual Resources KW - Arizona KW - Department of Transportation Act of 1966, Parks KW - National Historic Preservation Act of 1966, Archaeologic Sites KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36388744?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-11-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CENTRAL+PHOENIX%2FEAST+VALLEY+LIGHT+RAIL+TRANSIT+PROJECT%2C+PHOENIX%2C+TEMPE%2C+MESA%2C+ARIZONA.&rft.title=CENTRAL+PHOENIX%2FEAST+VALLEY+LIGHT+RAIL+TRANSIT+PROJECT%2C+PHOENIX%2C+TEMPE%2C+MESA%2C+ARIZONA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: November 8, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MIAMI-MIAMI BEACH (BAY LINK) TRANSPORTATION CORRIDOR PROJECT, CITIES OF MIAMI AND MIAMI BEACH, DADE COUNTY, FLORIDA. [Part 2 of 3] T2 - MIAMI-MIAMI BEACH (BAY LINK) TRANSPORTATION CORRIDOR PROJECT, CITIES OF MIAMI AND MIAMI BEACH, DADE COUNTY, FLORIDA. AN - 36387975; 9686-020469_0002 AB - PURPOSE: The construction and operation of a transit system in the central portions of Miami and Miami Beach in Maimi-Dade County, Florida are proposed. The study corridor is bounded by Interstate 95 (I-95) on the west and the Atlantic Ocean on the east. To the south, the study corridor limits end at the Miami River in Miami and the South Pointe area on Miami Beach. The study area includes watson Island, the MacArthur Causeway, Terminal Island, and Star, Palm, and Hibiscus islands. On the Miami side of Biscayne Bay, the northern limit of the study area lies in the vicinity of Northwest 29th Street. The northern limit on Miami Beach is I-195 and 41st Street. Over the past few decades, Miami-Dade County has undergone rapid population growth and this trend is expected to continue through 2025. The area also experiences a large influx of visitors and seasonal residents. To support this influx of residents and tourists, transit improvements are necessary in the corridor. Several alternatives, including a No Action Alternative, are considered in this draft supplement to the 1995 draft EIS. The light rail transit (LRT) alternatives consist of a downtown Miami and a Miami Beach segment to be connected by a MacArthur Causeway segment. The segments in downtown Miami and on Miami Beach were developed such that they could be joined in any combination. The bus rail transit (BRT) alternative would provide exclusive bus lanes along Biscayne Boulevard and the MacArthur Causeway. Combinations of the LRT and BRT alternatives are under consideration. POSITIVE IMPACTS: The new transit system would improve the connection between downtown Miami and Miami Beach. Use of personal vehicles would decline, reducing congestion and noise levels and improving air quality regionally. NEGATIVE IMPACTS: Rights-of-way development could result in residential and commercial displacements and the project would create community controversy. Significant utility and railroad facility displacements would be required. Some impacts to historic sites and districts would be expected, and aquatic preserves and outstanding Florida waters would be affected somewhat. Construction workers would encounter a significant number of hazardous waste sites. Some parking spaces would be removed due to facility development. 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 98-0032D, Volume 22, Number 1. JF - EPA number: 020469, Draft EIS--401 pages, Conceptual Engneering Drawings--37 pages (oversized, November 8, 2002 PY - 2002 VL - 2 KW - Roads and Railroads KW - Hazardous Wastes KW - Historic Districts KW - Historic Sites KW - Parking KW - Preserves KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Transportation KW - Water Quality KW - Florida KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36387975?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-11-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MIAMI-MIAMI+BEACH+%28BAY+LINK%29+TRANSPORTATION+CORRIDOR+PROJECT%2C+CITIES+OF+MIAMI+AND+MIAMI+BEACH%2C+DADE+COUNTY%2C+FLORIDA.&rft.title=MIAMI-MIAMI+BEACH+%28BAY+LINK%29+TRANSPORTATION+CORRIDOR+PROJECT%2C+CITIES+OF+MIAMI+AND+MIAMI+BEACH%2C+DADE+COUNTY%2C+FLORIDA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Atlanta, Georgia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: November 8, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CENTRAL PHOENIX/EAST VALLEY LIGHT RAIL TRANSIT PROJECT, PHOENIX, TEMPE, MESA, ARIZONA. [Part 4 of 5] T2 - CENTRAL PHOENIX/EAST VALLEY LIGHT RAIL TRANSIT PROJECT, PHOENIX, TEMPE, MESA, ARIZONA. AN - 36379758; 9687-020470_0004 AB - PURPOSE: The construction and operation of a 24.5-mile light rail transit (LRT) project to establish LRT connnections between north-central Phoenix, the Phoenix central business district (CBD), the Tempe CBD, and downtown Mesa, Arizona is proposed. The study area lies in the center of the Phoenix metropolitan area and includes most of the region's major activity centers as well as sizeable concentrations of population and employment. In addition to the proposed LRT system, a No-Build Alternative is considered in this final EIS. The project would include a 20.3-mile minimum operable segment (MOS), which includes the locally preferred alternative selected in the Central Phoenix/East Valley (CP/EV) and Phoenix /Glendale Major Investment Studies completed in 1998. the CP/EV LRT MOS would extend from 19th Avenue and Bethany Home Road in the vicinity of Chris-Town Mall in Phoenix to Main Street and Longmore (the East Valley Institute of Technology in Mesa. The double-wire overhead catenary system would include the LRT guideway, LRT vehicles, LRT stations, an operations/control center, a maintenance and storage facility, 21 dual-feet substations with power redundancy built into the design, park-and-ride lots, off-street bus bays and transit centers, three-crossing bridge modifications, two freeway-crossing bridge modifications; one dedicated LRT bridge across Tempe Tower Lake, and one dedicated LRT bridge across the Union Pacific Railroad (UPRR) to provide access to the maintenance and storage facility. Minor modifications to the planned and programmed bus service would occur to eliminate redundant transit services in the corridor and redirect bus routes to facilitate connectivity between the LRT system and bus transit facilities. Estimated costs of the preferred LRT alternative is $1.18 billion. POSITIVE IMPACTS: The LRT system would improve the reliability and availability of transit service in the corridor; improve regional transit connectivity; connect the corridor's major activity centers via a high-capacity transit system; reduce roadway congestion within the corridor; reduce vehicle miles of travel within the corridor; and reduce vehicle emissions regionally. By so doing, the project would enhance the region's economic potential and help attain a quality of life consistent with local, state, and federal initiatives. NEGATIVE IMPACTS: The project would encroach on the floodway. Utility lines would require relocation. Left-turn access to some properties along the LRT alignment would be eliminated, and wheel squealing at certain locations would constitute significant noise level increases. Land use impacts and impacts to visual quality could have a disproportionate impact on disadvantaged populations in the area. LRT structures would mar the visual context of certain historic sites, including the UPRR bridge, and some land associated with historic sites and Tempe Town Lake Park would be displaced. The construction area could contain archaeologically significant sites. Construction activities could encounter hazardous materials sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) and National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0183D, Volume 26, Number 2. JF - EPA number: 020470, Volume 1--564 pages, Volume 2--498 pages, Map Supplement--195 pages (oversized, November 8, 2002 PY - 2002 VL - 4 KW - Roads and Railroads KW - Air Quality KW - Archaeological Sites KW - Bridges KW - Central Business Districts KW - Hazardous Materials KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise KW - Parking KW - Parks KW - Railroad Structures KW - Rapid Transit Systems KW - Section 4(f) Statements KW - Urban Development KW - Visual Resources KW - Arizona KW - Department of Transportation Act of 1966, Parks KW - National Historic Preservation Act of 1966, Archaeologic Sites KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36379758?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-11-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CENTRAL+PHOENIX%2FEAST+VALLEY+LIGHT+RAIL+TRANSIT+PROJECT%2C+PHOENIX%2C+TEMPE%2C+MESA%2C+ARIZONA.&rft.title=CENTRAL+PHOENIX%2FEAST+VALLEY+LIGHT+RAIL+TRANSIT+PROJECT%2C+PHOENIX%2C+TEMPE%2C+MESA%2C+ARIZONA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: November 8, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CENTRAL PHOENIX/EAST VALLEY LIGHT RAIL TRANSIT PROJECT, PHOENIX, TEMPE, MESA, ARIZONA. [Part 3 of 5] T2 - CENTRAL PHOENIX/EAST VALLEY LIGHT RAIL TRANSIT PROJECT, PHOENIX, TEMPE, MESA, ARIZONA. AN - 36379062; 9687-020470_0003 AB - PURPOSE: The construction and operation of a 24.5-mile light rail transit (LRT) project to establish LRT connnections between north-central Phoenix, the Phoenix central business district (CBD), the Tempe CBD, and downtown Mesa, Arizona is proposed. The study area lies in the center of the Phoenix metropolitan area and includes most of the region's major activity centers as well as sizeable concentrations of population and employment. In addition to the proposed LRT system, a No-Build Alternative is considered in this final EIS. The project would include a 20.3-mile minimum operable segment (MOS), which includes the locally preferred alternative selected in the Central Phoenix/East Valley (CP/EV) and Phoenix /Glendale Major Investment Studies completed in 1998. the CP/EV LRT MOS would extend from 19th Avenue and Bethany Home Road in the vicinity of Chris-Town Mall in Phoenix to Main Street and Longmore (the East Valley Institute of Technology in Mesa. The double-wire overhead catenary system would include the LRT guideway, LRT vehicles, LRT stations, an operations/control center, a maintenance and storage facility, 21 dual-feet substations with power redundancy built into the design, park-and-ride lots, off-street bus bays and transit centers, three-crossing bridge modifications, two freeway-crossing bridge modifications; one dedicated LRT bridge across Tempe Tower Lake, and one dedicated LRT bridge across the Union Pacific Railroad (UPRR) to provide access to the maintenance and storage facility. Minor modifications to the planned and programmed bus service would occur to eliminate redundant transit services in the corridor and redirect bus routes to facilitate connectivity between the LRT system and bus transit facilities. Estimated costs of the preferred LRT alternative is $1.18 billion. POSITIVE IMPACTS: The LRT system would improve the reliability and availability of transit service in the corridor; improve regional transit connectivity; connect the corridor's major activity centers via a high-capacity transit system; reduce roadway congestion within the corridor; reduce vehicle miles of travel within the corridor; and reduce vehicle emissions regionally. By so doing, the project would enhance the region's economic potential and help attain a quality of life consistent with local, state, and federal initiatives. NEGATIVE IMPACTS: The project would encroach on the floodway. Utility lines would require relocation. Left-turn access to some properties along the LRT alignment would be eliminated, and wheel squealing at certain locations would constitute significant noise level increases. Land use impacts and impacts to visual quality could have a disproportionate impact on disadvantaged populations in the area. LRT structures would mar the visual context of certain historic sites, including the UPRR bridge, and some land associated with historic sites and Tempe Town Lake Park would be displaced. The construction area could contain archaeologically significant sites. Construction activities could encounter hazardous materials sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) and National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0183D, Volume 26, Number 2. JF - EPA number: 020470, Volume 1--564 pages, Volume 2--498 pages, Map Supplement--195 pages (oversized, November 8, 2002 PY - 2002 VL - 3 KW - Roads and Railroads KW - Air Quality KW - Archaeological Sites KW - Bridges KW - Central Business Districts KW - Hazardous Materials KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise KW - Parking KW - Parks KW - Railroad Structures KW - Rapid Transit Systems KW - Section 4(f) Statements KW - Urban Development KW - Visual Resources KW - Arizona KW - Department of Transportation Act of 1966, Parks KW - National Historic Preservation Act of 1966, Archaeologic Sites KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36379062?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-11-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CENTRAL+PHOENIX%2FEAST+VALLEY+LIGHT+RAIL+TRANSIT+PROJECT%2C+PHOENIX%2C+TEMPE%2C+MESA%2C+ARIZONA.&rft.title=CENTRAL+PHOENIX%2FEAST+VALLEY+LIGHT+RAIL+TRANSIT+PROJECT%2C+PHOENIX%2C+TEMPE%2C+MESA%2C+ARIZONA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: November 8, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MIAMI-MIAMI BEACH (BAY LINK) TRANSPORTATION CORRIDOR PROJECT, CITIES OF MIAMI AND MIAMI BEACH, DADE COUNTY, FLORIDA. [Part 1 of 3] T2 - MIAMI-MIAMI BEACH (BAY LINK) TRANSPORTATION CORRIDOR PROJECT, CITIES OF MIAMI AND MIAMI BEACH, DADE COUNTY, FLORIDA. AN - 36378435; 9686-020469_0001 AB - PURPOSE: The construction and operation of a transit system in the central portions of Miami and Miami Beach in Maimi-Dade County, Florida are proposed. The study corridor is bounded by Interstate 95 (I-95) on the west and the Atlantic Ocean on the east. To the south, the study corridor limits end at the Miami River in Miami and the South Pointe area on Miami Beach. The study area includes watson Island, the MacArthur Causeway, Terminal Island, and Star, Palm, and Hibiscus islands. On the Miami side of Biscayne Bay, the northern limit of the study area lies in the vicinity of Northwest 29th Street. The northern limit on Miami Beach is I-195 and 41st Street. Over the past few decades, Miami-Dade County has undergone rapid population growth and this trend is expected to continue through 2025. The area also experiences a large influx of visitors and seasonal residents. To support this influx of residents and tourists, transit improvements are necessary in the corridor. Several alternatives, including a No Action Alternative, are considered in this draft supplement to the 1995 draft EIS. The light rail transit (LRT) alternatives consist of a downtown Miami and a Miami Beach segment to be connected by a MacArthur Causeway segment. The segments in downtown Miami and on Miami Beach were developed such that they could be joined in any combination. The bus rail transit (BRT) alternative would provide exclusive bus lanes along Biscayne Boulevard and the MacArthur Causeway. Combinations of the LRT and BRT alternatives are under consideration. POSITIVE IMPACTS: The new transit system would improve the connection between downtown Miami and Miami Beach. Use of personal vehicles would decline, reducing congestion and noise levels and improving air quality regionally. NEGATIVE IMPACTS: Rights-of-way development could result in residential and commercial displacements and the project would create community controversy. Significant utility and railroad facility displacements would be required. Some impacts to historic sites and districts would be expected, and aquatic preserves and outstanding Florida waters would be affected somewhat. Construction workers would encounter a significant number of hazardous waste sites. Some parking spaces would be removed due to facility development. 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 98-0032D, Volume 22, Number 1. JF - EPA number: 020469, Draft EIS--401 pages, Conceptual Engneering Drawings--37 pages (oversized, November 8, 2002 PY - 2002 VL - 1 KW - Roads and Railroads KW - Hazardous Wastes KW - Historic Districts KW - Historic Sites KW - Parking KW - Preserves KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Transportation KW - Water Quality KW - Florida KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36378435?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-11-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MIAMI-MIAMI+BEACH+%28BAY+LINK%29+TRANSPORTATION+CORRIDOR+PROJECT%2C+CITIES+OF+MIAMI+AND+MIAMI+BEACH%2C+DADE+COUNTY%2C+FLORIDA.&rft.title=MIAMI-MIAMI+BEACH+%28BAY+LINK%29+TRANSPORTATION+CORRIDOR+PROJECT%2C+CITIES+OF+MIAMI+AND+MIAMI+BEACH%2C+DADE+COUNTY%2C+FLORIDA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Atlanta, Georgia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: November 8, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CENTRAL PHOENIX/EAST VALLEY LIGHT RAIL TRANSIT PROJECT, PHOENIX, TEMPE, MESA, ARIZONA. [Part 1 of 5] T2 - CENTRAL PHOENIX/EAST VALLEY LIGHT RAIL TRANSIT PROJECT, PHOENIX, TEMPE, MESA, ARIZONA. AN - 36374958; 9687-020470_0001 AB - PURPOSE: The construction and operation of a 24.5-mile light rail transit (LRT) project to establish LRT connnections between north-central Phoenix, the Phoenix central business district (CBD), the Tempe CBD, and downtown Mesa, Arizona is proposed. The study area lies in the center of the Phoenix metropolitan area and includes most of the region's major activity centers as well as sizeable concentrations of population and employment. In addition to the proposed LRT system, a No-Build Alternative is considered in this final EIS. The project would include a 20.3-mile minimum operable segment (MOS), which includes the locally preferred alternative selected in the Central Phoenix/East Valley (CP/EV) and Phoenix /Glendale Major Investment Studies completed in 1998. the CP/EV LRT MOS would extend from 19th Avenue and Bethany Home Road in the vicinity of Chris-Town Mall in Phoenix to Main Street and Longmore (the East Valley Institute of Technology in Mesa. The double-wire overhead catenary system would include the LRT guideway, LRT vehicles, LRT stations, an operations/control center, a maintenance and storage facility, 21 dual-feet substations with power redundancy built into the design, park-and-ride lots, off-street bus bays and transit centers, three-crossing bridge modifications, two freeway-crossing bridge modifications; one dedicated LRT bridge across Tempe Tower Lake, and one dedicated LRT bridge across the Union Pacific Railroad (UPRR) to provide access to the maintenance and storage facility. Minor modifications to the planned and programmed bus service would occur to eliminate redundant transit services in the corridor and redirect bus routes to facilitate connectivity between the LRT system and bus transit facilities. Estimated costs of the preferred LRT alternative is $1.18 billion. POSITIVE IMPACTS: The LRT system would improve the reliability and availability of transit service in the corridor; improve regional transit connectivity; connect the corridor's major activity centers via a high-capacity transit system; reduce roadway congestion within the corridor; reduce vehicle miles of travel within the corridor; and reduce vehicle emissions regionally. By so doing, the project would enhance the region's economic potential and help attain a quality of life consistent with local, state, and federal initiatives. NEGATIVE IMPACTS: The project would encroach on the floodway. Utility lines would require relocation. Left-turn access to some properties along the LRT alignment would be eliminated, and wheel squealing at certain locations would constitute significant noise level increases. Land use impacts and impacts to visual quality could have a disproportionate impact on disadvantaged populations in the area. LRT structures would mar the visual context of certain historic sites, including the UPRR bridge, and some land associated with historic sites and Tempe Town Lake Park would be displaced. The construction area could contain archaeologically significant sites. Construction activities could encounter hazardous materials sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) and National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0183D, Volume 26, Number 2. JF - EPA number: 020470, Volume 1--564 pages, Volume 2--498 pages, Map Supplement--195 pages (oversized, November 8, 2002 PY - 2002 VL - 1 KW - Roads and Railroads KW - Air Quality KW - Archaeological Sites KW - Bridges KW - Central Business Districts KW - Hazardous Materials KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise KW - Parking KW - Parks KW - Railroad Structures KW - Rapid Transit Systems KW - Section 4(f) Statements KW - Urban Development KW - Visual Resources KW - Arizona KW - Department of Transportation Act of 1966, Parks KW - National Historic Preservation Act of 1966, Archaeologic Sites KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36374958?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-11-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CENTRAL+PHOENIX%2FEAST+VALLEY+LIGHT+RAIL+TRANSIT+PROJECT%2C+PHOENIX%2C+TEMPE%2C+MESA%2C+ARIZONA.&rft.title=CENTRAL+PHOENIX%2FEAST+VALLEY+LIGHT+RAIL+TRANSIT+PROJECT%2C+PHOENIX%2C+TEMPE%2C+MESA%2C+ARIZONA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: November 8, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CENTRAL PHOENIX/EAST VALLEY LIGHT RAIL TRANSIT PROJECT, PHOENIX, TEMPE, MESA, ARIZONA. [Part 2 of 5] T2 - CENTRAL PHOENIX/EAST VALLEY LIGHT RAIL TRANSIT PROJECT, PHOENIX, TEMPE, MESA, ARIZONA. AN - 36373532; 9687-020470_0002 AB - PURPOSE: The construction and operation of a 24.5-mile light rail transit (LRT) project to establish LRT connnections between north-central Phoenix, the Phoenix central business district (CBD), the Tempe CBD, and downtown Mesa, Arizona is proposed. The study area lies in the center of the Phoenix metropolitan area and includes most of the region's major activity centers as well as sizeable concentrations of population and employment. In addition to the proposed LRT system, a No-Build Alternative is considered in this final EIS. The project would include a 20.3-mile minimum operable segment (MOS), which includes the locally preferred alternative selected in the Central Phoenix/East Valley (CP/EV) and Phoenix /Glendale Major Investment Studies completed in 1998. the CP/EV LRT MOS would extend from 19th Avenue and Bethany Home Road in the vicinity of Chris-Town Mall in Phoenix to Main Street and Longmore (the East Valley Institute of Technology in Mesa. The double-wire overhead catenary system would include the LRT guideway, LRT vehicles, LRT stations, an operations/control center, a maintenance and storage facility, 21 dual-feet substations with power redundancy built into the design, park-and-ride lots, off-street bus bays and transit centers, three-crossing bridge modifications, two freeway-crossing bridge modifications; one dedicated LRT bridge across Tempe Tower Lake, and one dedicated LRT bridge across the Union Pacific Railroad (UPRR) to provide access to the maintenance and storage facility. Minor modifications to the planned and programmed bus service would occur to eliminate redundant transit services in the corridor and redirect bus routes to facilitate connectivity between the LRT system and bus transit facilities. Estimated costs of the preferred LRT alternative is $1.18 billion. POSITIVE IMPACTS: The LRT system would improve the reliability and availability of transit service in the corridor; improve regional transit connectivity; connect the corridor's major activity centers via a high-capacity transit system; reduce roadway congestion within the corridor; reduce vehicle miles of travel within the corridor; and reduce vehicle emissions regionally. By so doing, the project would enhance the region's economic potential and help attain a quality of life consistent with local, state, and federal initiatives. NEGATIVE IMPACTS: The project would encroach on the floodway. Utility lines would require relocation. Left-turn access to some properties along the LRT alignment would be eliminated, and wheel squealing at certain locations would constitute significant noise level increases. Land use impacts and impacts to visual quality could have a disproportionate impact on disadvantaged populations in the area. LRT structures would mar the visual context of certain historic sites, including the UPRR bridge, and some land associated with historic sites and Tempe Town Lake Park would be displaced. The construction area could contain archaeologically significant sites. Construction activities could encounter hazardous materials sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) and National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0183D, Volume 26, Number 2. JF - EPA number: 020470, Volume 1--564 pages, Volume 2--498 pages, Map Supplement--195 pages (oversized, November 8, 2002 PY - 2002 VL - 2 KW - Roads and Railroads KW - Air Quality KW - Archaeological Sites KW - Bridges KW - Central Business Districts KW - Hazardous Materials KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise KW - Parking KW - Parks KW - Railroad Structures KW - Rapid Transit Systems KW - Section 4(f) Statements KW - Urban Development KW - Visual Resources KW - Arizona KW - Department of Transportation Act of 1966, Parks KW - National Historic Preservation Act of 1966, Archaeologic Sites KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36373532?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-11-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CENTRAL+PHOENIX%2FEAST+VALLEY+LIGHT+RAIL+TRANSIT+PROJECT%2C+PHOENIX%2C+TEMPE%2C+MESA%2C+ARIZONA.&rft.title=CENTRAL+PHOENIX%2FEAST+VALLEY+LIGHT+RAIL+TRANSIT+PROJECT%2C+PHOENIX%2C+TEMPE%2C+MESA%2C+ARIZONA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: November 8, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MIAMI-MIAMI BEACH (BAY LINK) TRANSPORTATION CORRIDOR PROJECT, CITIES OF MIAMI AND MIAMI BEACH, DADE COUNTY, FLORIDA. [Part 3 of 3] T2 - MIAMI-MIAMI BEACH (BAY LINK) TRANSPORTATION CORRIDOR PROJECT, CITIES OF MIAMI AND MIAMI BEACH, DADE COUNTY, FLORIDA. AN - 36373002; 9686-020469_0003 AB - PURPOSE: The construction and operation of a transit system in the central portions of Miami and Miami Beach in Maimi-Dade County, Florida are proposed. The study corridor is bounded by Interstate 95 (I-95) on the west and the Atlantic Ocean on the east. To the south, the study corridor limits end at the Miami River in Miami and the South Pointe area on Miami Beach. The study area includes watson Island, the MacArthur Causeway, Terminal Island, and Star, Palm, and Hibiscus islands. On the Miami side of Biscayne Bay, the northern limit of the study area lies in the vicinity of Northwest 29th Street. The northern limit on Miami Beach is I-195 and 41st Street. Over the past few decades, Miami-Dade County has undergone rapid population growth and this trend is expected to continue through 2025. The area also experiences a large influx of visitors and seasonal residents. To support this influx of residents and tourists, transit improvements are necessary in the corridor. Several alternatives, including a No Action Alternative, are considered in this draft supplement to the 1995 draft EIS. The light rail transit (LRT) alternatives consist of a downtown Miami and a Miami Beach segment to be connected by a MacArthur Causeway segment. The segments in downtown Miami and on Miami Beach were developed such that they could be joined in any combination. The bus rail transit (BRT) alternative would provide exclusive bus lanes along Biscayne Boulevard and the MacArthur Causeway. Combinations of the LRT and BRT alternatives are under consideration. POSITIVE IMPACTS: The new transit system would improve the connection between downtown Miami and Miami Beach. Use of personal vehicles would decline, reducing congestion and noise levels and improving air quality regionally. NEGATIVE IMPACTS: Rights-of-way development could result in residential and commercial displacements and the project would create community controversy. Significant utility and railroad facility displacements would be required. Some impacts to historic sites and districts would be expected, and aquatic preserves and outstanding Florida waters would be affected somewhat. Construction workers would encounter a significant number of hazardous waste sites. Some parking spaces would be removed due to facility development. 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 98-0032D, Volume 22, Number 1. JF - EPA number: 020469, Draft EIS--401 pages, Conceptual Engneering Drawings--37 pages (oversized, November 8, 2002 PY - 2002 VL - 3 KW - Roads and Railroads KW - Hazardous Wastes KW - Historic Districts KW - Historic Sites KW - Parking KW - Preserves KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Transportation KW - Water Quality KW - Florida KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36373002?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-11-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MIAMI-MIAMI+BEACH+%28BAY+LINK%29+TRANSPORTATION+CORRIDOR+PROJECT%2C+CITIES+OF+MIAMI+AND+MIAMI+BEACH%2C+DADE+COUNTY%2C+FLORIDA.&rft.title=MIAMI-MIAMI+BEACH+%28BAY+LINK%29+TRANSPORTATION+CORRIDOR+PROJECT%2C+CITIES+OF+MIAMI+AND+MIAMI+BEACH%2C+DADE+COUNTY%2C+FLORIDA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Atlanta, Georgia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: November 8, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MILAN BELTWAY EXTENTION (FAU 5822), AIRPORT ROAD TO BLACKHAWK ROAD /JOHN DEERE EXPRESSWAY, ROCK ISLAND COUNTY, ILLINOIS. [Part 1 of 1] T2 - MILAN BELTWAY EXTENTION (FAU 5822), AIRPORT ROAD TO BLACKHAWK ROAD /JOHN DEERE EXPRESSWAY, ROCK ISLAND COUNTY, ILLINOIS. AN - 36372952; 9684-020467_0001 AB - PURPOSE: The construction of two miles of four-lane access-controlled divided highway crossing the Rock River and connecting the Milan Beltway in Milan to the John Deere Expressway in Moline, rock Island County, Illinois is proposed. The Milan Beltway will provide a connection between the developing area south of Rock River and the urbanized area north of the river. The project is carefully integrated with the John Deere Expressway, which serves a rapidly growing commercial and personal service corridor north of the river. The proposed bridge project would connect the facilities and reduce the need to widen Black Hawk Road through the historically rick Black Hawk State Historic Site. Three alignments were evaluated. Alignment 2 was selected as the preferred alignment because it would avoid removal of substantial bottomland woodlands, shift the propsoed roadway away from ben Williamson Park, and provide better potential access to existing properties on the south wide of Blackhawk Road. An interchange would be provided at Airport Road. Three interchange designs were sstudied and a combination partial cloverleaf/diamond design was selected for this location. Five interchange types for provision of access at 52nd Avenue. Again, a combination cloverleaf/diamond interchange was chosen as the preferred atlernative. Four alternative bridge span/pier lengths were considered. In addition to the proposed alternatives, this draft EIS considers a No Action Alternative. POSITIVE IMPACTS: Traffic passing through the Black Hawk Historic Site would decine significantly. The bridge would also relieve traffic columes on Airport Road, which is currently experiencing capacity problems. The bridge design would minimize the potential for ice jams and the resultant flooding of upstream residents currently affecting the existing crossing. Access for emergency vehicles would be improved. The project would create 500 to 700 construction-related jobs. NEGATIVE IMPACTS: Rights-of-way requirements for the project would result in the displacement of five residences and 11 businesses employing 68 persons, permanent loss of 22.3 acres of wetlands, removal of 16.2 acres of forested land, and the filling of 26.7 acres within the Rock River floodplain. In total, approximately 116.5 acres of land would be converted to rights-of-way. Habitat values associated with the undeveloped land to be taken would be largely lost. An additional 72.3 acres would be acquired for wetland mitigation. Displacements and land acquisitions would result in the loss of between 0.05 and 0.19 percent of the assessed valuation of property in the three townships affected by the project. 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: 020467, 378 pages and maps, November 8, 2002 PY - 2002 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-IL-EIS-93-04-D KW - Archaeological Sites Surveys KW - Bridges KW - Employment KW - Flood Hazards KW - Floodplains KW - Forests KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Ice Conditions KW - Relocations-Property Acquisitions KW - Rivers KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Illinois KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36372952?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-11-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MILAN+BELTWAY+EXTENTION+%28FAU+5822%29%2C+AIRPORT+ROAD+TO+BLACKHAWK+ROAD+%2FJOHN+DEERE+EXPRESSWAY%2C+ROCK+ISLAND+COUNTY%2C+ILLINOIS.&rft.title=MILAN+BELTWAY+EXTENTION+%28FAU+5822%29%2C+AIRPORT+ROAD+TO+BLACKHAWK+ROAD+%2FJOHN+DEERE+EXPRESSWAY%2C+ROCK+ISLAND+COUNTY%2C+ILLINOIS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Springfield, Illinois; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: November 8, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CENTRAL PHOENIX/EAST VALLEY LIGHT RAIL TRANSIT PROJECT, PHOENIX, TEMPE, MESA, ARIZONA. AN - 16362685; 9687 AB - PURPOSE: The construction and operation of a 24.5-mile light rail transit (LRT) project to establish LRT connnections between north-central Phoenix, the Phoenix central business district (CBD), the Tempe CBD, and downtown Mesa, Arizona is proposed. The study area lies in the center of the Phoenix metropolitan area and includes most of the region's major activity centers as well as sizeable concentrations of population and employment. In addition to the proposed LRT system, a No-Build Alternative is considered in this final EIS. The project would include a 20.3-mile minimum operable segment (MOS), which includes the locally preferred alternative selected in the Central Phoenix/East Valley (CP/EV) and Phoenix /Glendale Major Investment Studies completed in 1998. the CP/EV LRT MOS would extend from 19th Avenue and Bethany Home Road in the vicinity of Chris-Town Mall in Phoenix to Main Street and Longmore (the East Valley Institute of Technology in Mesa. The double-wire overhead catenary system would include the LRT guideway, LRT vehicles, LRT stations, an operations/control center, a maintenance and storage facility, 21 dual-feet substations with power redundancy built into the design, park-and-ride lots, off-street bus bays and transit centers, three-crossing bridge modifications, two freeway-crossing bridge modifications; one dedicated LRT bridge across Tempe Tower Lake, and one dedicated LRT bridge across the Union Pacific Railroad (UPRR) to provide access to the maintenance and storage facility. Minor modifications to the planned and programmed bus service would occur to eliminate redundant transit services in the corridor and redirect bus routes to facilitate connectivity between the LRT system and bus transit facilities. Estimated costs of the preferred LRT alternative is $1.18 billion. POSITIVE IMPACTS: The LRT system would improve the reliability and availability of transit service in the corridor; improve regional transit connectivity; connect the corridor's major activity centers via a high-capacity transit system; reduce roadway congestion within the corridor; reduce vehicle miles of travel within the corridor; and reduce vehicle emissions regionally. By so doing, the project would enhance the region's economic potential and help attain a quality of life consistent with local, state, and federal initiatives. NEGATIVE IMPACTS: The project would encroach on the floodway. Utility lines would require relocation. Left-turn access to some properties along the LRT alignment would be eliminated, and wheel squealing at certain locations would constitute significant noise level increases. Land use impacts and impacts to visual quality could have a disproportionate impact on disadvantaged populations in the area. LRT structures would mar the visual context of certain historic sites, including the UPRR bridge, and some land associated with historic sites and Tempe Town Lake Park would be displaced. The construction area could contain archaeologically significant sites. Construction activities could encounter hazardous materials sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) and National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0183D, Volume 26, Number 2. JF - EPA number: 020470, Volume 1--564 pages, Volume 2--498 pages, Map Supplement--195 pages (oversized, November 8, 2002 PY - 2002 KW - Roads and Railroads KW - Air Quality KW - Archaeological Sites KW - Bridges KW - Central Business Districts KW - Hazardous Materials KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise KW - Parking KW - Parks KW - Railroad Structures KW - Rapid Transit Systems KW - Section 4(f) Statements KW - Urban Development KW - Visual Resources KW - Arizona KW - Department of Transportation Act of 1966, Parks KW - National Historic Preservation Act of 1966, Archaeologic Sites KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16362685?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-11-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CENTRAL+PHOENIX%2FEAST+VALLEY+LIGHT+RAIL+TRANSIT+PROJECT%2C+PHOENIX%2C+TEMPE%2C+MESA%2C+ARIZONA.&rft.title=CENTRAL+PHOENIX%2FEAST+VALLEY+LIGHT+RAIL+TRANSIT+PROJECT%2C+PHOENIX%2C+TEMPE%2C+MESA%2C+ARIZONA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: November 8, 2002 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - MILAN BELTWAY EXTENTION (FAU 5822), AIRPORT ROAD TO BLACKHAWK ROAD /JOHN DEERE EXPRESSWAY, ROCK ISLAND COUNTY, ILLINOIS. AN - 16353720; 9684 AB - PURPOSE: The construction of two miles of four-lane access-controlled divided highway crossing the Rock River and connecting the Milan Beltway in Milan to the John Deere Expressway in Moline, rock Island County, Illinois is proposed. The Milan Beltway will provide a connection between the developing area south of Rock River and the urbanized area north of the river. The project is carefully integrated with the John Deere Expressway, which serves a rapidly growing commercial and personal service corridor north of the river. The proposed bridge project would connect the facilities and reduce the need to widen Black Hawk Road through the historically rick Black Hawk State Historic Site. Three alignments were evaluated. Alignment 2 was selected as the preferred alignment because it would avoid removal of substantial bottomland woodlands, shift the propsoed roadway away from ben Williamson Park, and provide better potential access to existing properties on the south wide of Blackhawk Road. An interchange would be provided at Airport Road. Three interchange designs were sstudied and a combination partial cloverleaf/diamond design was selected for this location. Five interchange types for provision of access at 52nd Avenue. Again, a combination cloverleaf/diamond interchange was chosen as the preferred atlernative. Four alternative bridge span/pier lengths were considered. In addition to the proposed alternatives, this draft EIS considers a No Action Alternative. POSITIVE IMPACTS: Traffic passing through the Black Hawk Historic Site would decine significantly. The bridge would also relieve traffic columes on Airport Road, which is currently experiencing capacity problems. The bridge design would minimize the potential for ice jams and the resultant flooding of upstream residents currently affecting the existing crossing. Access for emergency vehicles would be improved. The project would create 500 to 700 construction-related jobs. NEGATIVE IMPACTS: Rights-of-way requirements for the project would result in the displacement of five residences and 11 businesses employing 68 persons, permanent loss of 22.3 acres of wetlands, removal of 16.2 acres of forested land, and the filling of 26.7 acres within the Rock River floodplain. In total, approximately 116.5 acres of land would be converted to rights-of-way. Habitat values associated with the undeveloped land to be taken would be largely lost. An additional 72.3 acres would be acquired for wetland mitigation. Displacements and land acquisitions would result in the loss of between 0.05 and 0.19 percent of the assessed valuation of property in the three townships affected by the project. 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: 020467, 378 pages and maps, November 8, 2002 PY - 2002 KW - Roads and Railroads KW - Agency number: FHWA-IL-EIS-93-04-D KW - Archaeological Sites Surveys KW - Bridges KW - Employment KW - Flood Hazards KW - Floodplains KW - Forests KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Ice Conditions KW - Relocations-Property Acquisitions KW - Rivers KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Illinois KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16353720?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-11-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MILAN+BELTWAY+EXTENTION+%28FAU+5822%29%2C+AIRPORT+ROAD+TO+BLACKHAWK+ROAD+%2FJOHN+DEERE+EXPRESSWAY%2C+ROCK+ISLAND+COUNTY%2C+ILLINOIS.&rft.title=MILAN+BELTWAY+EXTENTION+%28FAU+5822%29%2C+AIRPORT+ROAD+TO+BLACKHAWK+ROAD+%2FJOHN+DEERE+EXPRESSWAY%2C+ROCK+ISLAND+COUNTY%2C+ILLINOIS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Springfield, Illinois; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: November 8, 2002 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - MIAMI-MIAMI BEACH (BAY LINK) TRANSPORTATION CORRIDOR PROJECT, CITIES OF MIAMI AND MIAMI BEACH, DADE COUNTY, FLORIDA. AN - 16350933; 9686 AB - PURPOSE: The construction and operation of a transit system in the central portions of Miami and Miami Beach in Maimi-Dade County, Florida are proposed. The study corridor is bounded by Interstate 95 (I-95) on the west and the Atlantic Ocean on the east. To the south, the study corridor limits end at the Miami River in Miami and the South Pointe area on Miami Beach. The study area includes watson Island, the MacArthur Causeway, Terminal Island, and Star, Palm, and Hibiscus islands. On the Miami side of Biscayne Bay, the northern limit of the study area lies in the vicinity of Northwest 29th Street. The northern limit on Miami Beach is I-195 and 41st Street. Over the past few decades, Miami-Dade County has undergone rapid population growth and this trend is expected to continue through 2025. The area also experiences a large influx of visitors and seasonal residents. To support this influx of residents and tourists, transit improvements are necessary in the corridor. Several alternatives, including a No Action Alternative, are considered in this draft supplement to the 1995 draft EIS. The light rail transit (LRT) alternatives consist of a downtown Miami and a Miami Beach segment to be connected by a MacArthur Causeway segment. The segments in downtown Miami and on Miami Beach were developed such that they could be joined in any combination. The bus rail transit (BRT) alternative would provide exclusive bus lanes along Biscayne Boulevard and the MacArthur Causeway. Combinations of the LRT and BRT alternatives are under consideration. POSITIVE IMPACTS: The new transit system would improve the connection between downtown Miami and Miami Beach. Use of personal vehicles would decline, reducing congestion and noise levels and improving air quality regionally. NEGATIVE IMPACTS: Rights-of-way development could result in residential and commercial displacements and the project would create community controversy. Significant utility and railroad facility displacements would be required. Some impacts to historic sites and districts would be expected, and aquatic preserves and outstanding Florida waters would be affected somewhat. Construction workers would encounter a significant number of hazardous waste sites. Some parking spaces would be removed due to facility development. 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 98-0032D, Volume 22, Number 1. JF - EPA number: 020469, Draft EIS--401 pages, Conceptual Engneering Drawings--37 pages (oversized, November 8, 2002 PY - 2002 KW - Roads and Railroads KW - Hazardous Wastes KW - Historic Districts KW - Historic Sites KW - Parking KW - Preserves KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Transportation KW - Water Quality KW - Florida KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16350933?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-11-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MIAMI-MIAMI+BEACH+%28BAY+LINK%29+TRANSPORTATION+CORRIDOR+PROJECT%2C+CITIES+OF+MIAMI+AND+MIAMI+BEACH%2C+DADE+COUNTY%2C+FLORIDA.&rft.title=MIAMI-MIAMI+BEACH+%28BAY+LINK%29+TRANSPORTATION+CORRIDOR+PROJECT%2C+CITIES+OF+MIAMI+AND+MIAMI+BEACH%2C+DADE+COUNTY%2C+FLORIDA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Atlanta, Georgia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: November 8, 2002 N1 - Last updated - 2014-01-30 ER - TY - JOUR T1 - On Cargo Security AN - 197222311 AB - Section 110 of the Aviation and Transportation Security Act calls for the screening of all cargo on passenger air carriers by Nov. 19. At this time, we are in compliance with that regulation because of the known shipper program. All unknown shippers are banned. We are currently automating the use of the known shipper database as it applies to cargo on passenger planes. It is currently under construction, and the end product will be as user-friendly as possible. I will accept nothing less. JF - Air Cargo World AU - James M. Loy, Acting Undersecretary for Security, U.S. Department of Transportation Y1 - 2002/11/02/ PY - 2002 DA - 2002 Nov 02 SP - 1 CY - New York PB - Royal Media Group SN - 07455100 KW - Transportation--Air Transport UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/197222311?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Aabitrade&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Air+Cargo+World&rft.atitle=On+Cargo+Security&rft.au=James+M.+Loy%2C+Acting+Undersecretary+for+Security%2C+U.S.+Department+of+Transportation&rft.aulast=James+M.+Loy&rft.aufirst=Acting+Undersecretary+for&rft.date=2002-11-02&rft.volume=&rft.issue=&rft.spage=1&rft.isbn=&rft.btitle=&rft.title=Air+Cargo+World&rft.issn=07455100&rft_id=info:doi/ LA - English DB - ProQuest Central N1 - Copyright - (Copyright 2002 Commonwealth Business Media. All rights reserved.) N1 - Last updated - 2016-07-18 ER - TY - JOUR T1 - Annual report for active IDOT wetland compensation and hydrologic monitoring sites; September 1, 2001 to September 1, 2002 AN - 51814822; 2004-062404 JF - Open File Series - Illinois State Geological Survey AU - Fucciolo, Christine S AU - Benton, Steven E AU - Carr, Keith W AU - Ketterling, D Bradley AU - Lake, Marshall AU - Miller, Michael V AU - Miner, James J AU - Pociask, Geoffrey E AU - Robinson, Bonnie J AU - Sabatini, Paula AU - Watson, Blaine A AU - Weaver, Kelli D AU - Werner, Katherine J Y1 - 2002/11// PY - 2002 DA - November 2002 SP - 341 PB - Illinois State Geological Survey, Champaign, IL KW - United States KW - soils KW - hydrology KW - monitoring KW - Illinois KW - elevation KW - annual report KW - characterization KW - atmospheric precipitation KW - vegetation KW - ground water KW - water table KW - wetlands KW - hydrographs KW - report KW - water wells KW - 21:Hydrogeology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51814822?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/GeoRef&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=book&rft.jtitle=&rft.atitle=&rft.au=Fucciolo%2C+Christine+S%3BBenton%2C+Steven+E%3BCarr%2C+Keith+W%3BKetterling%2C+D+Bradley%3BLake%2C+Marshall%3BMiller%2C+Michael+V%3BMiner%2C+James+J%3BPociask%2C+Geoffrey+E%3BRobinson%2C+Bonnie+J%3BSabatini%2C+Paula%3BWatson%2C+Blaine+A%3BWeaver%2C+Kelli+D%3BWerner%2C+Katherine+J&rft.aulast=Fucciolo&rft.aufirst=Christine&rft.date=2002-11-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=Annual+report+for+active+IDOT+wetland+compensation+and+hydrologic+monitoring+sites%3B+September+1%2C+2001+to+September+1%2C+2002&rft.title=Annual+report+for+active+IDOT+wetland+compensation+and+hydrologic+monitoring+sites%3B+September+1%2C+2001+to+September+1%2C+2002&rft.issn=&rft_id=info:doi/ L2 - http://www.isgs.uiuc.edu/servs/pubs/ofhome.htm LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2004-01-01 N1 - Number of references - 5 N1 - PubXState - IL N1 - Document feature - illus. incl. sketch maps N1 - Last updated - 2012-06-07 N1 - CODEN - #03572 N1 - SubjectsTermNotLitGenreText - annual report; atmospheric precipitation; characterization; elevation; ground water; hydrographs; hydrology; Illinois; monitoring; report; soils; United States; vegetation; water table; water wells; wetlands ER - TY - JOUR T1 - Political risk assessment on air logistics hub developments in Taiwan AN - 18632697; 5532827 AB - Political risk assessment has long been practiced by multinational corporations, but has been rarely used for air performance reviews. This study is a political risk assessment of the development of an air logistics hub in Taiwan, and thus examines the factors leading to property losses of air carriers based at the hub. It utilizes a checklist and a brainstorming session to identify risk factors, a 5x5 risk matrix to undertake a qualitative risk survey, and analytical hierarchy process to assess the risk. The study concludes that micro- and macro factors are approximately of equal importance to the development of an air hub in Taiwan Issues relating to inland vehicle parking, air logistics infrastructure developments and the strait relationship appear to be particularly crucial. JF - Journal of Air Transport Management AU - Tsai, M-C AU - Su, Y-S AD - Department of Transportation, Warehousing and Logistics, National Kaohsiung First University of Science and Technology, 1 University Road, Yunachau, 824, Kaohsiung, Taiwan Y1 - 2002/11// PY - 2002 DA - Nov 2002 SP - 373 EP - 380 VL - 8 IS - 6 KW - air hubs KW - impact analysis KW - infrastructure KW - Risk Abstracts KW - R2 23090:Policy and planning UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/18632697?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ariskabstracts&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Journal+of+Air+Transport+Management&rft.atitle=Political+risk+assessment+on+air+logistics+hub+developments+in+Taiwan&rft.au=Tsai%2C+M-C%3BSu%2C+Y-S&rft.aulast=Tsai&rft.aufirst=M-C&rft.date=2002-11-01&rft.volume=8&rft.issue=6&rft.spage=373&rft.isbn=&rft.btitle=&rft.title=Journal+of+Air+Transport+Management&rft.issn=&rft_id=info:doi/10.1016%2FS0969-6997%2802%2900016-9 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2006-11-01 N1 - Last updated - 2011-12-13 DO - http://dx.doi.org/10.1016/S0969-6997(02)00016-9 ER - TY - RPRT T1 - SOUTH CORRIDOR LIGHT RAIL PROJECT, CHARLOTTE-MECKLENBURG COUNTY LIGHT RAIL SYSTEM, CITY OF CHARLOTTE, MECKLENBURG COUNTY, NORTH CAROLINA. AN - 16364173; 9662 AB - PURPOSE: The development of a light-rail transit (LRT) system to provide for transportation of commuters and other travelers between the town of Pineville and the Charlotte downtown area in Mecklenburg County, North Carolina is proposed. The study area is bound by Pineville to the south, South Boulevard (North Carolina 521) to the east, Interstate 77 to the west, and Uptown Charlotte to the Without the presence of the LRT Personal vehicular traffic in the area is expected to cause significant congestion at several major intersections, particularly during peak hours. The proposed project would provide a 9.6-mile LRT system comprised of an exclusive double-track guideway serviced by 14 regular service stations and a special event station. Seven of the stations would be served by park-and-ride access facilities and an integrated feder bus system. The alignment would generally parallel South Boulevard and the existing Norfolk Southern Railroad (NSRR) tracks. Stations would be located at ShaonRoad West, Arrowood Road, Archdale Drive, Tyvola Road, Woodlawn Road, Scaleybark Road, New Bern Street, East/West Boulevard, Rensselaer Avenue, Carson Boulevard, the Convention Center (special events only), Third Street, Charlotte Transportation Center, and Seventh Street. A vehicle maintenance facility would be located between the NSRR tracks and South Tyuron Street. A new bus maintenance facility would occupy the same parcel of land and would be located to the west of the maintenance facility. In order to provide electricity throughout the line, substations would be located along the alignment at 12 locations. An option would include the provision of a 1.2-mile extension of the system further into the historic business district of downtown Pineville. In addition to the LRT proposal and the option, this draft EIS evaluates a No-Build Alternative and a Transportation System Management Alternative. Capital costs of the LRT alternative and the Pineville option are estimated at $371 million and $392 million, respectively. Respective annual operation and maintenance costs for the two alternatives are estimated at $137.1 million and $137.4 million. POSITIVE IMPACTS: The light-rail system would focus growth in transit emphasis corridors, minimize negative impacts on the human and natural environments, improve mobility in the area, and provide opportunities for sustaining economic development in the region. Vehicular traffic between the termini of the system would decline significantly, easing congestion and improving air quality in the area. The project would result in the creation of 622 temporary construction jobs and 112 permanent operation and maintenance jobs. NEGATIVE IMPACTS: Depending on the build alternative selected, the project would require displacement of 66 to 68 residences, one business, and 25 to 26 other properties as well as partial acquisition of 44 to 52 properties. Temporary construction easements would have to be purchased for 11 to 12 properties. Approximately 51.8 acres of vegetation and the associated wildlife habitat would be lost, and the project would require the relocation of two to three intermittent streams and, possibly, one perennial stream. Approximately 0.42 acre of wetlands would be displaced. Noise levels would exceed federal standards at eight sites and would increase significantly at three other sites. Vibration impacts would affect two sites. Rights-of-way development could impact Schweinitz's sunflower, a federally protected plant species. Hazardous materials sites could be encountered during construction. LEGAL MANDATES: Federal Transit Laws (49 U.S.C. 53) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 020444, Draft EIS--683 pages, Preliminary Engineering Design Plans--384 pages (oversized, October 25, 2002 PY - 2002 KW - Roads and Railroads KW - Easements KW - Endangered Species (Plants) KW - Employment KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - North Carolina KW - Federal Transit Laws, 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/16364173?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-10-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CORRIDOR+LIGHT+RAIL+PROJECT%2C+CHARLOTTE-MECKLENBURG+COUNTY+LIGHT+RAIL+SYSTEM%2C+CITY+OF+CHARLOTTE%2C+MECKLENBURG+COUNTY%2C+NORTH+CAROLINA.&rft.title=SOUTH+CORRIDOR+LIGHT+RAIL+PROJECT%2C+CHARLOTTE-MECKLENBURG+COUNTY+LIGHT+RAIL+SYSTEM%2C+CITY+OF+CHARLOTTE%2C+MECKLENBURG+COUNTY%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Atlanta, Georgia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 25, 2002 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - HIGHWAY US-81, YANKTON BRIDGE STUDY, A MISSOURI RIVER CROSSING BETWEEN THE CITY OF YANKTON, YANKTON COUNTY, SOUTH DAKOTA AND CEDAR COUNTY, NEBRASKA. [Part 1 of 1] T2 - HIGHWAY US-81, YANKTON BRIDGE STUDY, A MISSOURI RIVER CROSSING BETWEEN THE CITY OF YANKTON, YANKTON COUNTY, SOUTH DAKOTA AND CEDAR COUNTY, NEBRASKA. AN - 36367516; 10855-040304_0001 AB - PURPOSE: The construction of a bridge to carry US 81 across the Missouri River between the city of Yankton in Yankton County, South Dakota and the unincorporated village of South Yankton in Cedar County, Nebraska is proposed. The existing bridge has structural and operational deficiencies and is in need of rehabilitation or replacement. Within the immediate region, US 81 is a vital roadway through the eastern third of Nebraska. From Norfolk, which is 55 miles south of Yankton, south to the state line, US 81 is part of the Nebraska Expressway System. Through South Dakota, US 81 connects Yankton to Interstate 90 (I-90), which is 58 miles to the north. US 81 continues north from I-90 to Watertown, South Dakota, where is coincides with I-29 northward into North Dakota. This final EIS considers nine alternatives, including a No-Build Alternative (Alternative 1), an alternative that would involve rehabilitation of the existing bridge, and seven alternatives each of which would involve construction of a new bridge. Six of the new bridge alternatives would involve construction of a four-lane crossing of the river. The seventh new bridge alternative would involve construction of a two-lane bridge and retention of the existing two-lane bridge. Six of the originally developed alternatives were dismissed as inappropriate, leaving the No-Build Alternative and two alternatives that would involve construction of a new four-lane bridge. The preferred alternative (Alternative 4) would provide for a new four-lane bridge as an extension of Broadway through South Yankton. POSITIVE IMPACTS: The new bridge would provide a safe, efficient crossing of the Missouri River for this major regional arterial highway. The capacity of the crossing would be doubled. Local emergency service response would be enhanced significantly. NEGATIVE IMPACTS: The preferred alternative would require displacement of 0.1 acre of wetlands, 7.5 acres of riparian forest, and 3.4 aces of prime farmland.. The project would require removal of some large trees, Demolition of the existing bridge would result in the loss of an historically significant structure. Construction activities would result in temporary closure of a recreational trail along the Missouri National Recreational River. Concrete barriers on the bridge would hinder east-west views of the river. Traffic-generated noise would approach or exceed federal standards at tree dwellings in Yankton. The rural area south of the river would also experience a substantial increase in traffic-related noise. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Wild and Scenic Rivers Act of 1968 (16 U.S.C. 1271 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0093D, Volume 27, Number 1. JF - EPA number: 040304, 476 pages and maps, October 18, 2002 PY - 2002 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-NE-EIS-02-01-F KW - Biologic Assessments KW - Bridges KW - Farmlands KW - Forests KW - Highways KW - Highway Structures KW - Historic Sites KW - Historic Sites Surveys KW - Noise Assessments KW - Noise Standards Violations KW - Recreation Resources KW - Section 4(f) Statements KW - Trails KW - Transportation KW - Wetlands KW - Wild and Scenic Rivers KW - Wildlife Habitat KW - Nebraska KW - South Dakota KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Wild and Scenic Rivers Act of 1968, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36367516?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=HIGHWAY+US-81%2C+YANKTON+BRIDGE+STUDY%2C+A+MISSOURI+RIVER+CROSSING+BETWEEN+THE+CITY+OF+YANKTON%2C+YANKTON+COUNTY%2C+SOUTH+DAKOTA+AND+CEDAR+COUNTY%2C+NEBRASKA.&rft.title=HIGHWAY+US-81%2C+YANKTON+BRIDGE+STUDY%2C+A+MISSOURI+RIVER+CROSSING+BETWEEN+THE+CITY+OF+YANKTON%2C+YANKTON+COUNTY%2C+SOUTH+DAKOTA+AND+CEDAR+COUNTY%2C+NEBRASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Lincoln, Nebraska; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ELLIOT BRIDGE NO. 3166 REPLACEMENT, KING COUNTY, WASHINGTON. AN - 16353515; 9651 AB - PURPOSE: The replacement of the 149th Street crossing of the Cedar River, known as the Elliot Bridge, and the northern and southern approaches to the bridge near Renton in King County, Washington, is proposed. A four-lane bridge across Cedar River would replace the existing substandard two-lane bridge; the existing bridge would be removed because it cannot be reconstructed to meet current design and safety standards. Because of its functionally obsolete design and narrow structure, Elliot Bridge is considered a safety hazard to pedestrians, bicyclists, and motorists attempting to cross it. In the project area, residential development and population growth are expected to increase, and travel patterns will change, significantly increasing traffic volumes by the year 2010. In addition to severe congestion on the bridge, traffic accident rates will rise. The one existing sidewalk on the bridge does not provide adequate separation from vehicular traffic lanes. Four alternatives, including a No Action Alternative, were considered in this final EIS of December 1995. This draft supplemental EIS updates the final EIS. An appeal of the Shoreline substantial Development permit halted implementation of the project as originally proposed. The currently preferred alternative would involve construction of a new bridge approximately 1,000 feet east of the existing bridge at river mile 5.5. The bridge would provide two 12-foot travel lanes and one 12-foot left-turn lane, a two-foot shoulder on one side and a 10-foot sidewalk on the other side. The approach roads north and south of the new bridge would be realigned and widened. The roadway section on the new bridge would be continued with curbs and gutters south of the structure, but would flarxxx to four lanes at the Renton-Maple Valley Highway (State Route (SR) 169) intersection to accommodate turning movements to and from SR 169. The new alignment would meet SR 169 at a new intersection at 152nd Avenue SE. North of the new bridge, the roadway section would include two 11-foot travel lanes, one 12-foot left-turn lane, and eight-foot paved shoulders, tapering to two lanes to match the existing width of 154th Place SE at the northern project limit. The new bridge would be an open deck structure. The existing bridge would remain in use during construction of the new structure. Following completion of the new bridge, the existing bridge and unused portions of roadway would be removed. POSITIVE IMPACTS: The proposed replacement bridge and its approaches would provide for increased safety through improved pedestrian and vehicular facilities, featuring increased sight distances. Improvement of the area roadways would reduce congestion, which would in turn reduce vehicle emissions. NEGATIVE IMPACTS: The bridge would cross the river in an area of high density chinook salmon redds spawning. The complex and poorly understood interaction of substrate, hydrology, stream gradient, and channel morphology with respect to spawning habitat makes it difficult to design and create similar habitat elsewhere. A substantial portion of a 25-acre riparian forest would be displaced, and two small wetlands would be lost within the floodplain. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft and final EISs, see 92-0329D, Volume 16, Number 4, and 95-0585F, Volume 19, Number 6. JF - EPA number: 020433, 176 pages and maps, October 18, 2002 PY - 2002 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-92-4-DS KW - Birds KW - Bridges KW - Creeks KW - Demolition KW - Fish KW - Floodplains KW - Forests KW - Highway Structures KW - Wetlands KW - Wildlife Surveys KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16353515?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELLIOT+BRIDGE+NO.+3166+REPLACEMENT%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=ELLIOT+BRIDGE+NO.+3166+REPLACEMENT%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 18, 2002 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - HIGHWAY US-81, YANKTON BRIDGE STUDY, A MISSOURI RIVER CROSSING BETWEEN THE CITY OF YANKTON, YANKTON COUNTY, SOUTH DAKOTA AND CEDAR COUNTY, NEBRASKA. AN - 16348346; 9654 AB - PURPOSE: The construction of a bridge to carry US 81 across the Missouri River between the city of Yankton in Yankton County, South Dakota and the unincorporated village of South Yankton in Cedar County, Nebraska is proposed. The existing bridge has structural and operational deficiencies and is in need of rehabilitation or replacement. Within the immediate region, US 81 is a vital roadway through the eastern third of Nebraska. From Norfolk, which is 55 miles south of Yankton, south to the state line, US 81 is part of the Nebraska Expressway System. Through South Dakota, US 81 connects Yankton to Interstate 90 (I-90), which is 58 miles to the north. US 81 continues north from I-90 to Watertown, South Dakota, where is coincides with I-29 northward into North Dakota. Nine alternatives, including a No-Build Alternative (Alternative 1), an alternative that would involve rehabilitation of the existing bridge, and seven alternatives each of which would involve construction of a new bridge. Six of the new bridge alternatives would involve construction of a four-lane crossing of the river. The seventh new bridge alternative would involve construction of a two-lane bridge and retention of the existing two-lane bridge. Six of the originally developed alternatives were dismissed as inappropriate, leaving the No-Build Alternative and two alternatives that would involve construction of a new four-lane bridge. POSITIVE IMPACTS: The new bridge would provide a safe, efficient crossing of the Missouri River for this major regional arterial highway. The capacity of the crossing would be doubled. Local emergency service response would be enhanced significantly. NEGATIVE IMPACTS: The project would require 23.5 to 35.8 acres of new rights-of-way. The project would require removal of some large trees, 0.4 acres of wetlands, 2.5 to 7.5 acres of riparian forest, and 3.4 to 14.7 acres of prime farmland. Demolition of the existing bridge would result in the loss of a historically significant structure. Construction activities would result in temporary closure of a recreational trail along the Missouri National Recreational River. Concrete barriers on the bridge would hinder east-west views of the river. Traffic-generated noise would approach or exceed federal standards at three dwellings in Yankton and, under one alternative, one dwelling and one commercial building in South Yankton. The rural area south of the river would also experience a substantial increase in traffic-related noise. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and Wild and Scenic Rivers Act of 1968 (16 U.S.C. 1271 et seq.). JF - EPA number: 020436, 467 pages and maps, October 18, 2002 PY - 2002 KW - Roads and Railroads KW - Agency number: FHWA-NE-EIS-02-01-D KW - Biologic Assessments KW - Bridges KW - Farmlands KW - Forests KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Recreation Resources KW - Section 4(f) Statements KW - Traffic Analyses KW - Trails KW - Transportation KW - Wetlands KW - Wild and Scenic Rivers KW - Wildlife Habitat KW - Nebraska KW - South Dakota KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - Wild and Scenic Rivers Act of 1968, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16348346?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=HIGHWAY+US-81%2C+YANKTON+BRIDGE+STUDY%2C+A+MISSOURI+RIVER+CROSSING+BETWEEN+THE+CITY+OF+YANKTON%2C+YANKTON+COUNTY%2C+SOUTH+DAKOTA+AND+CEDAR+COUNTY%2C+NEBRASKA.&rft.title=HIGHWAY+US-81%2C+YANKTON+BRIDGE+STUDY%2C+A+MISSOURI+RIVER+CROSSING+BETWEEN+THE+CITY+OF+YANKTON%2C+YANKTON+COUNTY%2C+SOUTH+DAKOTA+AND+CEDAR+COUNTY%2C+NEBRASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Lincoln, Nebraska; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 18, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FAIRFIELD TO DUPUYER CORRIDOR STUDY (STPP 3-2(27)28; CONTROL NO. 4051) IN TETON AND PONDERA COUNTIES, MONTANA. AN - 16344742; 9639 AB - PURPOSE: The reconstruction, widening, and realignment of a 46.2-mile section of US 89, extending from Fairfield in Teton County to Dupuyer in Pondera County, Montana is proposed. US 89 runs roughly parallel to Interstate 15 within the study corridor and serves as a more scenic alternative route between Great Falls and Glacier National Park. The corridor provides access to Yellowstone National Park on the south and to Glacier National Park and the Canadian border on the north. The existing facility is characterized by inadequate passing opportunities, narrow shoulders, sharp curves, and poor operational accommodation of the mix of recreational vehicles, trucks, and passenger vehicles. The accident rate on US 89 is nearly double that of the statewide average for similar facilities. The project would widen the highway to include paved shoulders and improve horizontal and vertical curves to meet current design standards. Existing bridges, culverts, and stockpasses would be replaced. Eleven alternatives, including a No-Build Alternative, are considered in this draft EIS. The preferred alternative would provide a pavement width of 36 feet, including two 12-foot-wide driving lanes flanked by six-foot shoulders. Most improvements would lie within the existing alignment POSITIVE IMPACTS: The project would provide updated design features and improved safety and operational efficiency within the corridor and enhance travel for recreational users of the facility. An acceptable level of service would be provided within the corridor through the year 2023. NEGATIVE IMPACTS: Rights-of-way would be required throughout the corridor, with the exception of portions of the project passing through Freezout Lake Wildlife Management Area and the urban sections in Choteau and Bynum; the project would require 630.57 acres of new rights-of-way. One sensitive noise receptor would experience noise levels in excess of federal standards. Approximately 29.9 acres of wetlands would be affected, and the project would traverse the floodplains associated with Spring Creek and Muddy Creek. The project could affect foraging and bedding habitat of the federally protected grizzly bear. Hazardous waste sties could be encountered during construction. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 020420, 224 pages, October 9, 2002 PY - 2002 KW - Roads and Railroads KW - Agency number: FHWA-MT-EIS-02-01-D KW - Bridges KW - Endangered Species (Animals) KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Recreation Resources KW - Safety KW - Section 404(b) Statements KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Montana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16344742?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-10-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FAIRFIELD+TO+DUPUYER+CORRIDOR+STUDY+%28STPP+3-2%2827%2928%3B+CONTROL+NO.+4051%29+IN+TETON+AND+PONDERA+COUNTIES%2C+MONTANA.&rft.title=FAIRFIELD+TO+DUPUYER+CORRIDOR+STUDY+%28STPP+3-2%2827%2928%3B+CONTROL+NO.+4051%29+IN+TETON+AND+PONDERA+COUNTIES%2C+MONTANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Helena, Montana; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 9, 2002 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - BYPASS ELEMENT LOCATION (TIER 1): DUNDEE TRANSPORTATION IMPROVEMENT PROJECT, PACIFIC HIGHWAY WEST, YAMHILL COUNTY, OREGON. AN - 16349462; 9640 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 draft 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 flaking 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. Construction cost estimates range from $187 million to $234 million, depending on which alternative is selected. 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). JF - EPA number: 020421, 288 pages, October 8, 2002 PY - 2002 KW - Roads and Railroads KW - Farmlands KW - Fish KW - Highways KW - Highway Structures KW - Noise Standards Violations 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 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16349462?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-10-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BYPASS+ELEMENT+LOCATION+%28TIER+1%29%3A+DUNDEE+TRANSPORTATION+IMPROVEMENT+PROJECT%2C+PACIFIC+HIGHWAY+WEST%2C+YAMHILL+COUNTY%2C+OREGON.&rft.title=BYPASS+ELEMENT+LOCATION+%28TIER+1%29%3A+DUNDEE+TRANSPORTATION+IMPROVEMENT+PROJECT%2C+PACIFIC+HIGHWAY+WEST%2C+YAMHILL+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salem, Oregon; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 8, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - LOUISIANA 1 IMPROVEMENTS, GOLDEN MEADOW TO PORT FOURCHON, LAFOURCHE PARISH, LOUISIANA. AN - 16349414; 9632 AB - PURPOSE: The improvement of 17 miles of Louisiana (LA) 1 in Lafourche Parish, Louisiana is proposed. From Interstate 10 (I-10) at Port Allen to LA 3090 at Port Fourchon, LA 1 is designated as a principal arterial within the National Highway System due to the facilities intermodal link to a major portion of the nation's energy supply. As the only highway in the area, LA 1 is the sole transportation route for workers and supplies entering and existing Port Fourchon and is the only hurricane evacuation route for thousands of residents in south Lafourche Parish. The new facility would be a four-lane, divided, fully controlled access elevated highway on new alignment paralleling existing LA 1 between Louisiana (LA) 3235 west of Golden Meadow and LA 3090 at its intersection with Louisiana 1, north of Port Fourchon. Bridges would span navigable waterways. Access to the facility would be limited to on and off ramps and two-lane connector roads constructed on new location at proposed interchange locations at LA 3235, LA 1 at Leeville, and LA 3090. Four alignment alternatives and a No Action Alternative are considered in this final EIS. The preferred alternative (Line A) Construction of the project could be staged or programmed for discrete construction as funding permits. Estimated cost of the project is $523.2 million. With the exception of the Leeville Lift-Bridge, existing LA 1 would remain in service following completion of the new facility, though administration of the old facility would be transferred to local authorities. POSITIVE IMPACTS: The project would complete the southernmost portion of the principal arterial, connecting the facility to LA 3235, an existing four-lane divided highway west of Golden Meadow. Once completed, a four-lane divided highway facility would be available from LA 3090 north of Port Fourchon to north of Galliano, Louisiana. Emergency response to hazardous materials and oil spills would be enhanced. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of one house, one mobile home, and one business. The project would also displace 5.3 acres of wetlands, 16.34 acres of floodplain, and 0.1 acre of prime farmland soils. Portions of the project corridor are likely to contain archaeological resource sites, and the project rights-of-way would encompass one oil and gas well. Noise levels would exceed federal standards in the vicinity of three sensitive receptors. LEGAL MANDATES: Coastal Barrier Resources Act, Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), Intermodal Surface Transportation Efficiency Act of 1991, National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), 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 02-0068D, Volume 26, Number 1. JF - EPA number: 020413, 499 pages and maps, October 2, 2002 PY - 2002 KW - Roads and Railroads KW - Agency number: FHWA-LA-EIS-01-01-F KW - Archaeological Sites KW - Bridges KW - Farmlands KW - Floodplains KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Hurricanes KW - Natural Gas KW - Noise Standards Violations KW - Oil Production KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Wells KW - Wetlands KW - Louisiana KW - Coastal Barrier Resources Act, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - National Historic Preservation Act of 1966, Archaeological Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16349414?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-10-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=LOUISIANA+1+IMPROVEMENTS%2C+GOLDEN+MEADOW+TO+PORT+FOURCHON%2C+LAFOURCHE+PARISH%2C+LOUISIANA.&rft.title=LOUISIANA+1+IMPROVEMENTS%2C+GOLDEN+MEADOW+TO+PORT+FOURCHON%2C+LAFOURCHE+PARISH%2C+LOUISIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Baton Rouge, Louisiana; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 2, 2002 N1 - Last updated - 2014-01-30 ER - TY - JOUR T1 - Undrained fragility of clean sands, silty sands, and sandy silts AN - 51977767; 2003-043175 AB - In this paper, intergranular (e (sub c) ) and interfine (e (sub f) ) void ratios and confining stress are used as indices to characterize the stress-strain response of gap graded granular mixes. It was found that at the same global void ratio (e) and confining stress, the collapse potential (fragility) of silty sand increases with an increase in fines content (FC) due to a reduction in intergranular contact between the coarse grains. Beyond a certain threshold fines content (FC (sub th) ), with further addition of fines, the interfine contact friction becomes significant. The fragility decreases and the soil becomes stronger. The value of FC (sub th) depends on e and the characteristics of fines and coarse grains. At FCFC (sub th) ), fine grain friction plays a primary role and dispersed coarse grains provide a beneficial, secondary reinforcement effect. At the same e (sub f) , the collapse potential decreases with an increase in sand content. Beyond a certain limiting fines content, the soil behavior is controlled by e (sub f) only. An intergranular matrix diagram is presented that delineates zones of different behaviors of granular mixes as a guideline to determine the anticipated behavior of gap-graded granular mixes. New equivalent intergranular contact void ratios, (e (sub c) )e (sub q) and (e (sub f) )e (sub q) , are introduced to characterize the behavior of such soils, at FCFC (sub th) , respectively. JF - Journal of Geotechnical and Geoenvironmental Engineering AU - Thevanayagam, S AU - Shenthan, T AU - Mohan, S AU - Liang, J Y1 - 2002/10// PY - 2002 DA - October 2002 SP - 849 EP - 859 PB - American Society of Civil Engineers, New York, NY VL - 128 IS - 10 SN - 1090-0241, 1090-0241 KW - soil mechanics KW - sand KW - density KW - strain KW - engineering properties KW - clastic sediments KW - textures KW - strength KW - grain size KW - fines KW - drainage KW - stress KW - microstructure KW - characterization KW - silt KW - porosity KW - granular materials KW - sediments KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51977767?accountid=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=Undrained+fragility+of+clean+sands%2C+silty+sands%2C+and+sandy+silts&rft.au=Thevanayagam%2C+S%3BShenthan%2C+T%3BMohan%2C+S%3BLiang%2C+J&rft.aulast=Thevanayagam&rft.aufirst=S&rft.date=2002-10-01&rft.volume=128&rft.issue=10&rft.spage=849&rft.isbn=&rft.btitle=&rft.title=Journal+of+Geotechnical+and+Geoenvironmental+Engineering&rft.issn=10900241&rft_id=info:doi/ L2 - http://scitation.aip.org/gto LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2014, American Geosciences Institute. N1 - Date revised - 2003-01-01 N1 - Number of references - 26 N1 - PubXState - NY N1 - Document feature - illus. incl. 2 tables N1 - Last updated - 2014-03-14 N1 - CODEN - JGENDZ N1 - SubjectsTermNotLitGenreText - characterization; clastic sediments; density; drainage; engineering properties; fines; grain size; granular materials; microstructure; porosity; sand; sediments; silt; soil mechanics; strain; strength; stress; textures ER - TY - JOUR T1 - Correlating the location of a cave passage in gypsum karst to a highway right-of-way using a cave radio AN - 51831834; 2004-049545 AB - The Oklahoma Department of Transportation plans to widen Highway 412 in western Oklahoma in an area underlain by the Blaine Gypsum Formation. The project would convert the highway from a two-lane divided to a four-lane divided highway and decrease the existing grades. One location of particular concern is in Major County where Nescatunga Cave passes under the highway at a relatively shallow (<30 meters) depth, but the location of the cave passage relative to the highway was not known. The preliminary plans for the highway-widening project specified lowering the grade by removing overburden in the vicinity of Nescatunga Cave. Concern regarding possible roadbed failure caused the Oklahoma Department of Transportation to seek methods to determine the location of Nescatunga Cave relative to the highway expansion project. Volunteers from the National Speleological Society used low-frequency radio direction finding equipment, commonly referred to as a cave radio, and a tape-and-compass survey to depict the position and dimensions of the Nescatunga Cave passages relative to the highway-widening project. A transmitter was placed sequentially at seven stations in the cave passage and a radio direction-finding receiver was used to identify and mark points on the surface directly above the transmitter stations. Transmitter stations, as well as the cave passage position and dimensions were surveyed using a tape and compass. The surface points were repeatable to within five centimeters. Subsequent core drilling by the Oklahoma Department of Transportation at three of the survey sites intercepted the cave passage--which ranged in width from 5.3 to 9.1 meters--at all three locations. Knowledge of the depth and location of the cave passages allowed the Oklahoma Department of Transportation to minimize drilling costs. The Oklahoma Department of Transportation is considering design changes for the highway-widening project to maintain more overburden above the cave passage. JF - Abstracts with Programs - Geological Society of America AU - Christenson, Scott AU - Hayes, Curtis AU - Hancock, Earl AU - McLean, John AU - Anonymous Y1 - 2002/10// PY - 2002 DA - October 2002 SP - 216 PB - Geological Society of America (GSA), Boulder, CO VL - 34 IS - 6 SN - 0016-7592, 0016-7592 KW - United States KW - overburden KW - sulfates KW - Paleozoic KW - caves KW - Blaine Formation KW - radios KW - karst KW - Permian KW - cost KW - Oklahoma KW - gypsum KW - Major County Oklahoma KW - drilling KW - western Oklahoma KW - solution features KW - roads KW - Nescatunga Cave KW - instruments KW - 23:Geomorphology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51831834?accountid=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=Correlating+the+location+of+a+cave+passage+in+gypsum+karst+to+a+highway+right-of-way+using+a+cave+radio&rft.au=Christenson%2C+Scott%3BHayes%2C+Curtis%3BHancock%2C+Earl%3BMcLean%2C+John%3BAnonymous&rft.aulast=Christenson&rft.aufirst=Scott&rft.date=2002-10-01&rft.volume=34&rft.issue=6&rft.spage=216&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, 2002 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 - 2004-01-01 N1 - PubXState - CO N1 - Last updated - 2012-06-07 N1 - CODEN - GAAPBC N1 - SubjectsTermNotLitGenreText - Blaine Formation; caves; cost; drilling; gypsum; instruments; karst; Major County Oklahoma; Nescatunga Cave; Oklahoma; overburden; Paleozoic; Permian; radios; roads; solution features; sulfates; United States; western Oklahoma ER - TY - JOUR T1 - The Defined HHS/DOT Substituted Urine Criteria Validated Through a Controlled Hydration Study AN - 18705849; 5595590 AB - This controlled hydration study was designed to validate the substitution criteria used by the Substance Abuse and Mental Health Services Administration (SAMHSA) to classify a workplace urine specimen as inconsistent with normal human urine. Study participants (n = 56) ingested at least 80 oz (2370 mL) of fluid over a 6-h period, 40 oz during the first 3 h (DOT hydration protocol) and 40 oz during the second 3-h period. Urine specimens (n = 498) were collected upon awakening, just prior to hydration, at the end of each hour of the 6-h test period, and upon awakening the next day. No urine specimen satisfied the paired substitution criteria of urine creatinine less than or equal to 5.0 mg/dL and specific gravity less than or equal to 1.001 or greater than or equal to 1.020. Seventy-three percent of the participants produced at least one specimen meeting the criteria for dilute urine: urine creatinine < 20.0 mg/dL and specific gravity < 1.003. Fifty-five percent of the participants produced at least one dilute urine specimen during the first 3 h of hydration. In conclusion, this controlled hydration study supports the criteria set by SAMHSA for classifying a specimen as substituted (inconsistent with normal human urine). JF - Journal of Analytical Toxicology AU - Edgell, K AU - Caplan, Y H AU - Glass, L R AU - Cook, J D AD - U.S. Department of Transportation, Washington, D.C., USA Y1 - 2002/10// PY - 2002 DA - Oct 2002 SP - 419 EP - 423 VL - 26 IS - 7 SN - 0146-4760, 0146-4760 KW - man KW - Toxicology Abstracts KW - X 24222:Analytical procedures UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/18705849?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Atoxicologyabstracts&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Journal+of+Analytical+Toxicology&rft.atitle=The+Defined+HHS%2FDOT+Substituted+Urine+Criteria+Validated+Through+a+Controlled+Hydration+Study&rft.au=Edgell%2C+K%3BCaplan%2C+Y+H%3BGlass%2C+L+R%3BCook%2C+J+D&rft.aulast=Edgell&rft.aufirst=K&rft.date=2002-10-01&rft.volume=26&rft.issue=7&rft.spage=419&rft.isbn=&rft.btitle=&rft.title=Journal+of+Analytical+Toxicology&rft.issn=01464760&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2006-11-01 N1 - Last updated - 2011-12-13 ER - TY - RPRT T1 - TRANSBAY TERMINAL/CALTRAIN DOWNTOWN EXTENSION/REDEVELOPMENT PROJECT IN THE CITY AND COUNTY OF SAN FRANCISCO, SAN MATEO AND SANTA CLARA COUNTIES, CALIFORNIA. AN - 16360685; 9636 AB - PURPOSE: The construction of a new multimodal terminal on the site of the present Transbay Terminal and other transportation improvements and associated developments in the city of San Francisco and San Francisco, San Mateo, and Santa Clara counties, California is proposed. In addition to the terminal, the project would include and extension of the Peninsula Corridor Service (Caltrain) from its current San Francisco terminus at Forth and Townsend streets to a new underground terminus beneath the new terminal and establishment of a redevelopment area plan with related development projects, including transit-oriented development on publicly owned land in the vicinity of the new terminal. The existing Transbay Terminal, which was built in 1939, does not meet current seismic safety or space utilization standards. In addition to the No Action Alternative, this draft EIS addresses two alternatives with respect to the terminal, two alternatives with respect to the Caltrain extension, and two alternatives with respect to the Transbay redevelopment plan. Under the full-build alternative, the Transbay redevelopment plan alternatives would result in the construction of 7.6 million square feet of residential, office, retail, and hotel space, including 5.6 million square feet of residential development within 4,700 units, 1.2 million square feet of office space, 475,000 square feet of hotel development, and 355,000 square feet of retail space. Under the reduced scope alternative, the Transbay redevelopment plan alternatives would result in the construction of 4.7 million square feet of residential, retail, and hotel space, including 4.1 million square feet of residential development within 3,400 units, 350,000 square feet of hotel development, and 260,000 square feet of retail space. Depending on the alternatives considered, estimated cost of the Transbay Terminal and the Caltrain extension range from $1.0 billion to $1.2 billion and from $844.3 million to $912.9 million, respectively. POSITIVE IMPACTS: The modernization of the terminal facility would not only provide for a more adequate facility that would meet seismic standards, but would also provide the opportunity to revitalize the surrounding area with a mix of land uses that include both market-rate and affordable housing and to extend Caltrain service from its current terminus outside the downtown area into the San Francisco employment core. Increases in Caltrain and other transit ridership, reductions in non-transit vehicle use, and improvements in regional air quality would be expected. NEGATIVE IMPACTS: Numerous residences and businesses would be displaced. Demolition of the existing terminal would result in the loss of a structure eligible for inclusion in the National Register of Historic Places, as well as the loss of the terminal loop ramp, a contributing element to the historic Bay Bridge. Up to 13 other historically significant buildings that contribute to downtown historic districts would be affected. Traffic levels would increase significantly at seven intersections in the vicinity of the project, and project facilities would displace parking spaces in the area. Wind velocities would exceed city standards in portions of the redevelopment area. Vibration impacts would occur in the vicinity of four buildings due to operation of the Caltrain extension. Up to seven hazardous waste sites could be encountered during construction. [LEG]Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Laws (49 U.S.C. 5301(e)), National Historic Preservation Act of 1966, as amended (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: 020417, 441 pages, September 30, 2002 PY - 2002 KW - Roads and Railroads KW - Buildings KW - Commercial Zones KW - Demolition KW - Earthquakes KW - Employment KW - Hazardous Wastes KW - Historic Districts KW - Historic Sites KW - Hotels KW - Housing KW - Parking KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Terminal Facilities KW - Transportation KW - Underground Structures KW - Urban Development KW - Urban Renewal KW - California KW - Federal Transit Laws, Funding KW - Department of Transportation Act of 1966, Historic Districts 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, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16360685?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-09-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TRANSBAY+TERMINAL%2FCALTRAIN+DOWNTOWN+EXTENSION%2FREDEVELOPMENT+PROJECT+IN+THE+CITY+AND+COUNTY+OF+SAN+FRANCISCO%2C+SAN+MATEO+AND+SANTA+CLARA+COUNTIES%2C+CALIFORNIA.&rft.title=TRANSBAY+TERMINAL%2FCALTRAIN+DOWNTOWN+EXTENSION%2FREDEVELOPMENT+PROJECT+IN+THE+CITY+AND+COUNTY+OF+SAN+FRANCISCO%2C+SAN+MATEO+AND+SANTA+CLARA+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: September 30, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SALEM - MANCHESTER, INTERSTATE 93 IMPROVEMENTS, HILLSBOROUGH AND OCKINHAM COUNTIES, NEW HAMPSHIRE. AN - 36411226; 9625 AB - PURPOSE: The improvement of a 19.8-mile segment of Interstate 93 (I-93) from the Massachusetts/New Hampshire state line northward through the towns of Salem, Windham, Derry, and Londonderry, to the I-93/I-293 interchange in the city of Manchester, New Hampshire. The study corridor is located in Hillsborough and Rockingham counties. I-93 is principal north-south arterial within the state of New Hampshire and part of the National System of Interstate and Defense Highways. The segment of I-93 under study intersects a number of important highway routes in southern New Hampshire. Due to population growth, development, and increasing recreational opportunities in New Hampshire, the travel demands for I-93 between Salem and Manchester have exceeded the capacity of the existing four-lane facility for a number of years. Alternatives considered in this draft EIS include a No-Build Alternative, transportation system management and transportation demand management alternatives, widening of the highway combined with interchange improvements, and alternative modes of transportation. The preferred alternative would involve widening I-93 from the existing limited access, two-lane highway in each direction to a limited (fully controlled) access, four-lane highway in each direction. Five existing interchanges and crossroads within the project corridor would be reconstructed. In addition, three new park-and-ride facilities would be provided, one each at exits 2, 3, and 5, and bus service to Boston and northern Massachusetts would be expanded and enhanced. A bike path would be integrated into the highway project and space would be reserved in the median to accommodate future commuter light rail trains. Cost of the preferred alternative is estimated at $420.6 million; this figure does not include rights-of-way acquisition costs associated with open land, strip acquisitions, appraisal fees, and other administrative costs. POSITIVE IMPACTS: The project would increase transportation efficiency within the corridor by reducing congestion and enhancing safety. By allowing for a more efficient flow of traffic, the proposed alterative would result in decreased emissions of hydrocarbon pollutants and increased energy efficiency. NEGATIVE IMPACTS: Rights-of-way requirements for the preferred alternative would result in the displacement of 20 residences and 15 business structures, 16 acres of important farmland soils, 85 acres of wetlands, including forested wetland, four vernal pools, and one state-listed protected species, the wild lupine. Displacements of wetland and upland areas would total 290 acres. Approximately 98 acres of stratified drift aquifer would be covered with impervious roadway surface, and the project would require lengthening culverts at may of the 21 stream crossings, resulting the loss of some aquatic habitat. Seven acre-feet of floodway and 46 acre-feet of floodplain would be impacted. Traffic-generated noise levels would exceed federal standards in the vicinity of 316 sensitive receptors in the year 2020; current noise levels are in excess of federal standards in the vicinity of 265 receptors. The project would affect 50 to 58 potentially sensitive archaeological sites, and six historically significant properties. Construction activities could encounter as many as 17 hazardous material 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: 020405, Draft EIS--787 pages, Map Supplement, September 25, 2002 PY - 2002 KW - Roads and Railroads KW - Agency number: FHWA-NH-EIS-02-01-D KW - Archaeological Sites KW - Endangered Species (Plants) KW - Farmlands KW - Floodplains KW - Floodways KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Historic Sites Surveys KW - Noise Assessments KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Streams KW - Transportation KW - Water Quality KW - Wetlands KW - Wildlife Surveys KW - New Hampshire KW - Department of Transportation Act of 1966, Archaeologic Sites KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36411226?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-09-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SALEM+-+MANCHESTER%2C+INTERSTATE+93+IMPROVEMENTS%2C+HILLSBOROUGH+AND+OCKINHAM+COUNTIES%2C+NEW+HAMPSHIRE.&rft.title=SALEM+-+MANCHESTER%2C+INTERSTATE+93+IMPROVEMENTS%2C+HILLSBOROUGH+AND+OCKINHAM+COUNTIES%2C+NEW+HAMPSHIRE.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Concord, New Hampshire; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: September 25, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - COLORADO FOREST HIGHWAY 80, GUANELLA PASS ROAD, PARK COUNTY ROAD 62, CLEAR CREEK COUNTY ROAD 381, FOREST DEVELOPMENT ROAD 118, GRANT TO GEORGETOWN, PIKE AND ARAPAHO NATIONAL FORESTS, PARK AND CLEAR CREEK COUNTIES, COLORADO. AN - 16346627; 9653 AB - PURPOSE: The improvement of 23.6 miles of Colorado Forest Highway 80, Guanella Pass Road (also known as Park County Road 62, Clear Creek County Road 381, and Forest Development Road 118) in the Pike and Arapaho National Forests, Park and Clear Creek counties, Colorado. The project would begin at U.S. Highway 285 in Grant and extend northward to Georgetown. Six alternatives, including the No Action Alternative and four realignment alternatives, are considered in this final EIS; these include five alternatives evaluated in the draft EIS and an additional alternative evaluated in a draft supplemental EIS. Action alternatives addressed by the draft included: (1) reconstructing and paving the entire road to a consistent width; (2) reconstructing the entire road to a consistent width and surfacing it to the existing surface type (i.e., pavement where currently paved and gravel where currently graveled); (3) reconstructing and paving certain segments of road (i.e., those in greatest need of repair) to a consistent width and leaving the remainder of the road unchanged; and (4) reconstructing and paving certain segments of the road (i.e., those in greatest need of repair) to a consistent width and rehabilitating the remaining segments of the road within the existing width. The travel lands plus shoulders of the reconstructed segments under each of the action alternatives would be 24 feet. The design speed of the various alternatives would range from 25 to 37 miles per hour. Following construction, Park County and Clear Creek County would continue to own the road and would be responsible for its maintenance. Estimated cost of reconstruction of the four draft EIS alternatives ranged from $25.4 to $40.1 million. Maintenance costs over the next 20 years were estimated at $9.3 million for the No Action Alternative and at $4.8 to $7.5 million for the four action alternatives. The draft supplemental EIS considered a fifth action alternative (Alternative 6), which would involve a combination of rehabilitation, light reconstruction, and full reconstruction of the existing facility. Alternative 6 would change the functional classification of the roadway from a local rural collector to a rural local road, allowing a lower design speed with tighter roadway curves and a narrower roadway width than the action alternatives outlined in the draft EIS. In addition, the alternative would also involve use of a smaller design vehicle, allowing a sharper switchback curvature. Alternative 6 is the preferred alternative. POSITIVE IMPACTS: The project would provide a roadway width and surface capable of accommodating traffic volumes through the year 2015, improve safety by providing a consistent roadway geometry and reasonable protection from unsafe conditions, accommodate and control access to Forest Service facilities along the road, reduce costs of maintaining the road, eliminate roadway drainage problems such that wetlands and associated wildlife habitat would be enhanced by reducing sediment runoff, and repair existing unvegetated slopes. Each of the changes incorporated into Alternative 6 would permit the facility to follow the footprint of the existing roadway more closely, reducing environmental and historic resource impacts caused by construction and operation of the roadway. NEGATIVE IMPACTS: Improvement of access would place pressure on dispersed recreational resources. The project would have indirect impacts on special status species, including Canada lynx, North American wolverine, and northern goshawk. Traffic noise would slightly degrade visitor experiences associated with the portion of the Mt. Evans Wilderness Area nearest the road. Depending on the alternative selected, the project could displace small parcels within the Geneva Creek Picnic Area, Whiteside Campground, Guanella Pass Campground, and the Georgetown-Silver Plume Historic Landmark District. Action alternatives could affect the visual quality of the historic district. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 99-0378D, Volume 23, Number 4. For the abstract of the draft supplemental EIS, see 01-0055D, Volume 25, Number 1. JF - EPA number: 020435, Volume 1--342 pages and maps, Volume 2--427 pages, September 19, 2002 PY - 2002 KW - Parks, Refuges and Forests KW - Agency number: FHWA-CO-EIS-99-01-F KW - Endangered Species (Animals) KW - Forests KW - Highways KW - Noise KW - Recreation Facilities KW - Recreation Resources KW - Roads KW - Section 4(f) Statements KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Arapaho National Forest KW - Colorado KW - Pike National Forest KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Recreation Facilities KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Water Pollution Control Act of 1972, NPDES Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16346627?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-09-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=COLORADO+FOREST+HIGHWAY+80%2C+GUANELLA+PASS+ROAD%2C+PARK+COUNTY+ROAD+62%2C+CLEAR+CREEK+COUNTY+ROAD+381%2C+FOREST+DEVELOPMENT+ROAD+118%2C+GRANT+TO+GEORGETOWN%2C+PIKE+AND+ARAPAHO+NATIONAL+FORESTS%2C+PARK+AND+CLEAR+CREEK+COUNTIES%2C+COLORADO.&rft.title=COLORADO+FOREST+HIGHWAY+80%2C+GUANELLA+PASS+ROAD%2C+PARK+COUNTY+ROAD+62%2C+CLEAR+CREEK+COUNTY+ROAD+381%2C+FOREST+DEVELOPMENT+ROAD+118%2C+GRANT+TO+GEORGETOWN%2C+PIKE+AND+ARAPAHO+NATIONAL+FORESTS%2C+PARK+AND+CLEAR+CREEK+COUNTIES%2C+COLORADO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Lakewood, Colorado; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: September 19, 2002 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - U.S. HIGHWAY 189, UTAH VALLEY TO HEBER VALLEY, UTAH AND WASATCH COUNTIES, UTAH (SECOND DRAFT SUPPLEMENT TO THE FINAL EIS OF 1978). AN - 36416813; 9619 AB - PURPOSE: The improvement the Provo Canyon Highway in Utah and Wasatach counties, Utah is proposed. The project would extend from the Utah /Wasatch County line near the intersection with US 189 on the west and State Road 92 at Wildwood to the intersection of US 89 with US 40 at Heber City on the east. This second supplement to the final EIS of 1978 describes the development of the preferred alignment originally presented in a 1995 re-evaluation of the project. Construction with respect to this project has occurred between 1984 and 2002, with several sections of highway completed as described in the first supplemental EIS issued in 1989. This second supplemental EIS responds to a federal district court order to prepare a new supplement prior to implementing the next phase of construction. This supplement describes a newly preferred alignment between Wildwood and Deer Creek State Park; the new alternative would involve widening the facility to four lanes along this segment, which would be realigned. This alternative differs from that presented in the previous supplement primarily in that it would result in an alignment shift away from the existing highway and the Provo River in the Horseshoe Bend area and in crossing the face of Deer Creek Dam on a buttressed fill. This supplement also addresses the related extension of Provo-Jordan River Parkway Trail system, from Vivian Park to Deer Creek Dam; the system currently runs from the Great Salt Lake through Provo and Orem, and up Provo Canyon as far as Vivian Park. POSITIVE IMPACTS: The project would reduce existing and projected traffic congestion and improve safety for all highway users The newly proposed alignment would substantially reduce environmental impacts compared to the alignment preferred at the time of the previous supplemental EIS. Access to recreational resources in the canyon would be enhanced significantly. In addition, the buttress fill would meet the needs of the Bureau of Reclamation with respect to dam safety. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 22.46 acres of vegetation and the associated wildlife habitat, 1.9 acres of wetlands, and some fishery habitat in Deer Creek. The potential for water quality impacts to the Provo River from sedimentation would increase. Visible cuts and fills would occur in the project area viewscape. One historic dam complex, one prehistoric site, and one historic railroad overpass would be affected. LEGAL MANDATES: Executive Orders 11988 and 11990, Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)), Federal Water Pollution Control Act of 1972 (33 U.S.C.1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970(42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft and final EIS's, see 77-0368D, Volume 1, Number 4 and Volume 1, and 79-1320F, Volume 3 Number 12. JF - EPA number: 020398, 491 pages and maps, September 18, 2002 PY - 2002 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-76-02-DS KW - Archaeological Sites KW - Creeks KW - Dams KW - Fish KW - Forests KW - Highways KW - Historic Sites KW - Railroad Structures KW - Safety KW - Traffic Analyses KW - Trails KW - Transportation KW - Vegetation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Utah KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands KW - Federal Aid Highway Act of 1968, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36416813?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-09-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=U.S.+HIGHWAY+189%2C+UTAH+VALLEY+TO+HEBER+VALLEY%2C+UTAH+AND+WASATCH+COUNTIES%2C+UTAH+%28SECOND+DRAFT+SUPPLEMENT+TO+THE+FINAL+EIS+OF+1978%29.&rft.title=U.S.+HIGHWAY+189%2C+UTAH+VALLEY+TO+HEBER+VALLEY%2C+UTAH+AND+WASATCH+COUNTIES%2C+UTAH+%28SECOND+DRAFT+SUPPLEMENT+TO+THE+FINAL+EIS+OF+1978%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 - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: September 18, 2002 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - REFERENCE POST 13, INTERCHANGE AND CITY ROAD, FROM I-15 AT REFERENCE POST 13 TO TELEGRAPH ROAD IN WASHINGTON CITY, WASHINGTON COUNTY, UTAH. AN - 16346819; 9613 AB - PURPOSE: The construction of the Reference Post (RP) 13 interchange on Interstate 15 (I-15) and an associated one-mile road in Washington City, Washington County, Utah is proposed. The one-mile road, to be known as Washington City Road, would extend from the interchange with Telegraph Road to a point south of I-15 and would be constructed initially as a two-lane facility and ultimately as a four-lane facility. In addition to the proposed action, this draft EIS considers a No Action Alternative. Under the build alternative, the project would involve construction of a diamond interchange at RP 13 on I-15. The interchange ramps and weave lands would begin at RP 12.88 on the west and extend to RP 13.8 on the east. The initerchange would tie into the one-mile road. Phase I construction, which would begin in 2003, would include the construction of the Washington Road facility, featuring two, 14-foot lanes flanked by eight-foot gravel shoulders. Phase II, which would probably be implemented in 2008, would include construction of two additional travel lanes, a 16-foot center turn lane, and an eight-foot bicycle lane on each side. POSITIVE IMPACTS: The interchange and road would enhance mobility throughout the city by allowing a more even distribution of traffic on the road network, allowing improved access to areas of existing and planned development and relieving congestion in the vicinity of the existing RP 10 interchange and adjacent streets. Planned developments in the eastern and southern sectors of the city would be supported NEGATIVE IMPACTS: Though noise levels in the vicinity of the interchange would not exceed federal standards, noise increase of up to 10 decibels will be experienced at some sensitive receptor sites. The project would displace dry washes in the immediate area. Approximately 40 acres of low-quality desert shrub and the associated wildlife habitat would be displaced. One historic sites and one archaeological site would be affected. The interchange and the road would mar visual aesthetics in the area, which currently presents a rural landscape. JF - EPA number: 020392, 171 pages, September 13, 2002 PY - 2002 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-02-01-D KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Desert Land KW - Highways KW - Highway Structures KW - Historic Sites KW - Historic Sites Surveys KW - Noise KW - Section 106 Statements KW - Transportation KW - Vegetation KW - Visual Resources KW - Wildlife Habitat KW - Utah UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16346819?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-09-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=REFERENCE+POST+13%2C+INTERCHANGE+AND+CITY+ROAD%2C+FROM+I-15+AT+REFERENCE+POST+13+TO+TELEGRAPH+ROAD+IN+WASHINGTON+CITY%2C+WASHINGTON+COUNTY%2C+UTAH.&rft.title=REFERENCE+POST+13%2C+INTERCHANGE+AND+CITY+ROAD%2C+FROM+I-15+AT+REFERENCE+POST+13+TO+TELEGRAPH+ROAD+IN+WASHINGTON+CITY%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 - Draft. Preparation date: September 13, 2002 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - STATE ROUTE 120 (OAKDALE EXPRESSWAY PROJECT) FROM 0.1 MILE WEST OF VALLEY HOME ROAD TO 2.8 MILES EAST OF LANCASTER ROAD, STANISLAUS COUNTY, CALIFORNIA. AN - 36416896; 9603 AB - PURPOSE: Construction of a two-lane expressway to bypass the city of Oakdale in Stanislaus County, California is proposed. The facility, to be known as the Oakdale Expressway (State Route (SR) 120), would extend 6.4 to 9.8 miles. Traffic congestion on existing SR 120 through Oakdale is particularly extreme during peak traffic periods on weekends and weekdays (particularly holidays) due to a high volume of recreational travel to Yosemite National park, the Jamestown and Sonora areas, and points east. Traffic backs up for several miles on the eastern approaches to Oakdale during major spring and summer holiday weekends. Existing SR 120 and SR 120/108 do not provide adequate capacity to carry interregional traffic along with locally generated traffic. Five alignment alternatives and a No Action Alternative are considered in this final EIS. In addition to construction of the two-lane expressway, rights-of-way for future expansion to a four-lane facility would be acquired. The preferred alternative (Alternative 2A), which would extend 9.8 miles, would begin 0.1 west of Valley Home Road and end 2.8 miles east of Lancasteer Road. From Valley Home Road, the alignment would proceed in a northeasterly direction for 2.7 miles, at which point it would curve left and proceed easterly to existing SR 120. The project would include grade separation structures and interchanges to control access and a bridge across the Stanislaus River. Estimated costs of the build alternatives range from $93.4 million to $102.8 million in 2003/2004 dollars. Alternative 2A represents the most expensive alternative. POSITIVE IMPACTS: The bypass would reduce congestion on existing SR 120, improve safety on the facility, and improve general system continuity. NEGATIVE IMPACTS: Rights-of-way development would result in displacement of 18 to 32 residences and three or four businesses, 8.13 to 18.57 acres of wetlands and waters, possibly including high-quality wetlands associated with the Stanislaus River. Habitat for the elderberry longhorn beetle, Aleutian Canada goose, anadromous fish, fairy shrimp, and/or California tiger salamander, all of which are federally protected species, would be displaced. In addition, oak woodlands protected by the state would be affected. From 60 to 209 acres of prime farmland would be lost. Three alternatives would involve structures that would negatively affect visual aesthetics. One alternative could affect an archaeologic site. Hazardous waste sites would be encountered during construction. Six to nine sensitive receptors would be exposed to noise in excess of federal standards. [LEG]Federal Water Pollution Control Act of 1972 (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 01-0327D, Volume 25, Number 3. JF - EPA number: 020379, 389 pages and maps, September 6, 2002 PY - 2002 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-01-01-F KW - Archaeological Sites KW - Biologic Assessments KW - Birds KW - Bridges KW - Fish KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Insects KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Shellfish KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - California KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36416896?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-09-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+120+%28OAKDALE+EXPRESSWAY+PROJECT%29+FROM+0.1+MILE+WEST+OF+VALLEY+HOME+ROAD+TO+2.8+MILES+EAST+OF+LANCASTER+ROAD%2C+STANISLAUS+COUNTY%2C+CALIFORNIA.&rft.title=STATE+ROUTE+120+%28OAKDALE+EXPRESSWAY+PROJECT%29+FROM+0.1+MILE+WEST+OF+VALLEY+HOME+ROAD+TO+2.8+MILES+EAST+OF+LANCASTER+ROAD%2C+STANISLAUS+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sacramento, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: September 6, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-49 CONNECTOR, LAFAYETTE, LAFAYETTE PARISH, LOUISIANA. AN - 36411266; 9604 AB - PURPOSE: The constructed of a limited continuous access freeway in Lafayette, Lafayette Parish, Louisiana is proposed. The facility would be constructed in the US 90/US 167 Evangeline Thruway corridor. The existing Evangeline Thruway is a north-south arterial passing through the older part of Lafayette, serving local residential and business traffic and functioning as an integral part of the federal-aid primary highway network servicing south Louisiana. The project would extend from a point just south of the Lafayette Regional Airport north to the current southern terminus of Interstate 49 (I-49) at the I-10/I-49 interchange, a length of approximately five miles. The existing Thruway alignment and four partially new alignments within the corridor, as well as a No-Build Alternative, are considered in this final EIS. Six freeway design alternatives, including four alternatives involving an elevated freeway and two involving use of overpasses at selected sites, are considered. The elevated design alternatives would place the freeway on a continuous bridge through the area between Pinhook Road and the Union Pacific spur crossing; all major street crossings in this area would remain open. The alternatives involving overpasses would provide overpasses at Pinhook Road, Johnston Street, and Mudd Avenue; other major street crossings would be severed and closed. POSITIVE IMPACTS: Following completion of the project, traffic would use the I-49 Connector, removing traffic from the local street system. Both local and statewide travel and freight transport would be enhanced. Travel times would be reduced for both freeway travelers and users of the local road network, including the network serving the central business district. The project could provide impetus for redevelopment of the aging core portion of the corridor study area. Rights-of-way acquired but not used for highway purposes could be landscaped and otherwise improved visually, enhancing area aesthetics. NEGATIVE IMPACTS: Depending on the build considered, rights-of-way requirements would result in the displacement of 109 to 207 residential structures, housing 285 to 403 persons and 49 to 76 commercial establishments. Displacements would have a disproportionate impact on African American residents. One or two churches would also be displaced, and any alignment would pass in the vicinity of several other churches. The scale of the project would alter the visual quality of the affected neighborhoods, including the Sterling Grove Historic District. Though noise levels within the corridor would decline, levels would continue to exceed federal standards for some receptors. Two alternatives would traverse an abandoned landfill adjacent to the Union Pacific Railroad that is currently used by the local Department of Public Works. One of these alternatives and a third alternative would traverse other potential contaminated sites adjacent to the railroad, including a site recently rejected for development due to concerns about possible clean-up requirements. Depending on the alternative selected, an estimated 46 to 53 active and inactive hazardous waste facilities, most of which are storage tank sites, would be encountered during construction. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 01-0331D, Volume 25, Number 3. JF - EPA number: 020380, Final EIS--521 pages and maps, Appendices--667 pages and maps, September 6, 2002 PY - 2002 KW - Roads and Railroads KW - Agency number: FHWA-LA-EIS-00-01-F KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Districts KW - Landfills KW - Minorities KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Section 106 Statements KW - Urban Development KW - Louisiana 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/36411266?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-09-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-49+CONNECTOR%2C+LAFAYETTE%2C+LAFAYETTE+PARISH%2C+LOUISIANA.&rft.title=I-49+CONNECTOR%2C+LAFAYETTE%2C+LAFAYETTE+PARISH%2C+LOUISIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Baton Rouge, Louisiana; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: September 6, 2002 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - AIRPORT LAYOUT PLAN APPROVAL: ATLANTIC CITY INTERNATIONAL AIRPORT, ATLANTIC COUNTY, NEW JERSEY. AN - 36409184; 9602 AB - PURPOSE: The implementation of improvements to provide additional commercial capacity, facilities, and safety enhancements at Atlantic City International Airport (ACY) in Atlantic County, New Jersey is proposed. The airport, which is located 10 miles north of the city, encompasses 5.143 acres of land within the Egg Harbor, Hamilton, and Galloway townships. The airport is a joint-use aviation facility serving government, military, and civilian aviation needs. Control of the facility has been turned over to the South Jersey Transportation Authority. Major capacity problems have arisen at the nearby Newark and Philadelphia airports, yet most southern New Jersey residents used these two airports because the ACY does not have the facilities or airlines needed to make it a viable travel option. Proposed improvements include terminal area developments, auxiliary area developments, provision of a hotel/conference center complex, and upgrading of the instrument landing system associated with Runway 13/31. In addition to new terminal buildings and gates and other aforementioned facilities, the project would include provision of a public parking garage, rental care maintenance facility, airline cargo warehouses, general aviation hangars, and a deicing apron. Key environmental issues include the impacts of airport development on wetlands, other natural resources, and groundwater quality in the area. Alternatives addressed in this draft EIS range from various on- and off-airport improvements to using other modes of transportation; a No Action Alternative is also considered. Three alternatives, including the No Action Alternative, are considered in detail. POSITIVE IMPACTS: The planned developments would transform an airfield that existed primarily as a government installation for nearly 50 years into a self-sustaining commercial airport capable of serving the air transportation needs of southern New Jersey, while helping the South Jersey Transportation Authority resolve aviation, environmental, and socioeconomic issues within the region. An expanded and improved ACY would take pressure off the stressed Philadelphia and Newark facilities. The project would create 190 new jobs, most of which would be filled by existing county residents. NEGATIVE IMPACTS: The preferred build alternative (Alternative 2) would increase takeoffs and landings by up to 5.4 percent annually until 2020, increasing noise exposures significantly, particularly in the vicinity of five residences. Emissions of ozone precursors would increase, but air quality standards would not be violated. New facilities would create 32 acres of new impervious surface, increasing storm water runoff, but a new drainage system would improve the quality of runoff. Approximately 39 acres of grassland habitat, five acres of forested land, 40.4 acres of upland sandpiper critical habitat, 34.1 acres of grasshopper sparrow critical habitat, and 0.2 acre of wetlands would be lost. One hazardous waste site would be encountered during construction. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (49 U.S.C. 14101 et seq.). JF - EPA number: 020378, Draft EIS--678 pages and maps, Appendix A--166 pages, Appendix--B-152 pages, Appendix C--99 pages and maps, Appendix D--12 pages and maps, Appendix E--77 pages and maps, Appendix F--9 pages and maps, Appendix G--101 pages and maps, Appendix H--181 pages, Appendix I--48 pages, September 4, 2002 PY - 2002 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Air Quality KW - Air Quality Assessments KW - Birds KW - Drainage KW - Endangered Species (Animals) KW - Forests KW - Hazardous Wastes KW - Military Facilities (Air Force) KW - Navigation Aids KW - Noise Assessments KW - Noise KW - Terminal Facilities KW - Traffic Analyses KW - Transportation KW - Water Quality KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - New Jersey KW - Airport and Airway Improvements Act of 1982, Project Authorization UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36409184?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-09-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=AIRPORT+LAYOUT+PLAN+APPROVAL%3A+ATLANTIC+CITY+INTERNATIONAL+AIRPORT%2C+ATLANTIC+COUNTY%2C+NEW+JERSEY.&rft.title=AIRPORT+LAYOUT+PLAN+APPROVAL%3A+ATLANTIC+CITY+INTERNATIONAL+AIRPORT%2C+ATLANTIC+COUNTY%2C+NEW+JERSEY.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Jamaica, New York; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: September 4, 2002 N1 - Last updated - 2014-01-30 ER - TY - JOUR T1 - Development of national guidelines for seismic performance testing AN - 52017645; 2003-018131 AB - In order to make the bridge experiments more efficient in terms of providing reliable and comparable information, Federal Highway Administration has conducted a systematic study on bridge testing methods. The most common procedures and issues are identified. Proper methods on specimen construction, loading procedure, as well as measurements and data format will be established to provide experimental researchers an easy reference that makes test results comparable to results from other tests. JF - NIST Special Publication AU - Yen, W Phillip AU - Shen, Jerry J AU - O'Fallon, John A2 - Cauffman, Stephen A. Y1 - 2002/09// PY - 2002 DA - September 2002 SP - 241 EP - 246 PB - U. S. Department of Commerce, National Institute of Standards and Technology, Washington, DC SN - 1048-776X, 1048-776X KW - United States KW - geologic hazards KW - regulations KW - testing KW - aseismic design KW - bridges KW - seismic response KW - earthquakes KW - structures KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/52017645?accountid=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=NIST+Special+Publication&rft.atitle=Development+of+national+guidelines+for+seismic+performance+testing&rft.au=Yen%2C+W+Phillip%3BShen%2C+Jerry+J%3BO%27Fallon%2C+John&rft.aulast=Yen&rft.aufirst=W&rft.date=2002-09-01&rft.volume=&rft.issue=&rft.spage=241&rft.isbn=&rft.btitle=&rft.title=NIST+Special+Publication&rft.issn=1048776X&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - 34th joint meeting of the US-Japan panel on Wind and seismic effects N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2003-01-01 N1 - Number of references - 11 N1 - PubXState - DC N1 - Document feature - 1 table N1 - Last updated - 2012-06-07 N1 - CODEN - NSPUE2 N1 - SubjectsTermNotLitGenreText - aseismic design; bridges; earthquakes; geologic hazards; regulations; seismic response; structures; testing; United States ER - TY - JOUR T1 - Bolu viaduct-1 subjected to near-fault ground motion AN - 50311196; 2003-018129 AB - The performance of seismically-isolated Bolu Viaduct-1 in Turkey subjected to a simulated near-fault ground motion during the 1999 Duzce Earthquake was evaluated through nonlinear finite element analysis. The ground motion is characterized by a large residual movement of the ground across the fault rupture that crosses the viaduct. Analysis indicates that the ground motion induces response that exceeds the design capacities of the seismic isolation systems thus resulting in substantial damage to the bearings and energy dissipation units, which is consistent with post-earthquake field observation. The analysis also indicates that shear keys, both longitudinal and transverse, play a critical role in preventing the superstructure collapse. JF - NIST Special Publication AU - Park, Sunwoo AU - Ghasemi, Hamid AU - Shen, Jerry AU - Yen, Phillip A2 - Cauffman, Stephen A. Y1 - 2002/09// PY - 2002 DA - September 2002 SP - 219 EP - 230 PB - U. S. Department of Commerce, National Institute of Standards and Technology, Washington, DC SN - 1048-776X, 1048-776X KW - Duzce earthquake 1999 KW - Turkey KW - seismic response KW - structures KW - viaducts KW - Bolu Turkey KW - ground motion KW - Asia KW - active faults KW - earthquakes KW - roads KW - Middle East KW - faults KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50311196?accountid=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=NIST+Special+Publication&rft.atitle=Bolu+viaduct-1+subjected+to+near-fault+ground+motion&rft.au=Park%2C+Sunwoo%3BGhasemi%2C+Hamid%3BShen%2C+Jerry%3BYen%2C+Phillip&rft.aulast=Park&rft.aufirst=Sunwoo&rft.date=2002-09-01&rft.volume=&rft.issue=&rft.spage=219&rft.isbn=&rft.btitle=&rft.title=NIST+Special+Publication&rft.issn=1048776X&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - 34th joint meeting of the US-Japan panel on Wind and seismic effects N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2003-01-01 N1 - Number of references - 4 N1 - PubXState - DC N1 - Document feature - illus. incl. sketch map N1 - Last updated - 2012-06-07 N1 - CODEN - NSPUE2 N1 - SubjectsTermNotLitGenreText - active faults; Asia; Bolu Turkey; Duzce earthquake 1999; earthquakes; faults; ground motion; Middle East; roads; seismic response; structures; Turkey; viaducts ER - TY - JOUR T1 - Fourier Transform Infrared Analysis of Combustion Gases AN - 18753901; 5626853 AB - The Federal Aviation Administration (FAA) has developed a unique extractive Fourier Transform Infrared (FTIR) system to analyze rapidly changing moist fire gas concentrations as a function of time. The system was designed to eliminate numerous errors generated by state-of-the-art FTIR systems for fire gas analysis. In addition, the path length, cell volume, sample flow rate, and system temperature were optimized to provide a rapid response and a sufficient dynamic range to detect gas concentrations generated in a fire (modified cone) calorimeter. A nonlinear classical least squares method was developed to analyze the FTIR data and generate the concentration histories and confidence limits of the 16 fire gases. Results of the technique are presented for flaming and nonflaming combustion tests of a mix of six common plastics. JF - Journal of Fire Sciences AU - Speitel, L C AD - Fire Safety Branch, AAR-440, Federal Aviation Administration, William J. Hughes Technical Center, Atlantic City International Airport, NJ 08405, USA Y1 - 2002/09// PY - 2002 DA - Sep 2002 SP - 349 EP - 372 VL - 20 IS - 5 SN - 0734-9041, 0734-9041 KW - Health & Safety Science Abstracts KW - H 7000:Fire Safety UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/18753901?accountid=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+Fire+Sciences&rft.atitle=Fourier+Transform+Infrared+Analysis+of+Combustion+Gases&rft.au=Speitel%2C+L+C&rft.aulast=Speitel&rft.aufirst=L&rft.date=2002-09-01&rft.volume=20&rft.issue=5&rft.spage=349&rft.isbn=&rft.btitle=&rft.title=Journal+of+Fire+Sciences&rft.issn=07349041&rft_id=info:doi/10.1106%2F073490402031484 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2006-11-01 N1 - Last updated - 2011-12-13 DO - http://dx.doi.org/10.1106/073490402031484 ER - TY - JOUR T1 - Heat flux measurements in the OSU rate of heat release apparatus AN - 18432278; 5416565 AB - Thermal capacitance (slug) calorimeters were used to measure radiant and flame heat fluxes and the overall heat transfer coefficient at the sample surface in the Ohio State University (OSU) Rate of Heat Release Apparatus specified in FAR 25.853(a-1). The copper plate calorimeters gave radiant heat flux readings which were within 2% of a NIST calibrated, water-cooled, Gardon Heat Flux Sensor. The impinging pilot flame generates a heat flux at the sample surface of about 270 kW/m super(2). The overall heat transfer coefficient at the sample surface is about 19 W/m super(2)/K. JF - Fire Safety Journal AU - Filipczak, R AU - Lyon, R E AD - Federal Aviation Administration, William J. Hughes Technical Center, Atlantic City International Airport, NJ 08405, USA Y1 - 2002/09// PY - 2002 DA - Sep 2002 SP - 591 EP - 604 VL - 37 IS - 6 SN - 0379-7112, 0379-7112 KW - flames KW - heat transfer KW - Health & Safety Science Abstracts KW - H 7000:Fire Safety UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/18432278?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ahealthsafetyabstracts&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Fire+Safety+Journal&rft.atitle=Heat+flux+measurements+in+the+OSU+rate+of+heat+release+apparatus&rft.au=Filipczak%2C+R%3BLyon%2C+R+E&rft.aulast=Filipczak&rft.aufirst=R&rft.date=2002-09-01&rft.volume=37&rft.issue=6&rft.spage=591&rft.isbn=&rft.btitle=&rft.title=Fire+Safety+Journal&rft.issn=03797112&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2006-11-01 N1 - Last updated - 2011-12-13 ER - TY - RPRT T1 - UNITED STATES HIGHWAY 2, U.S. HIGHWAY 85 TO WEST OF U.S. HIGHWAY 52, WILLIAMS, MONTRAIL, AND WARD COUNTIES, NORTH DAKOTA (PROJECT NH-7-002(051)032). AN - 36411949; 9601 AB - PURPOSE: The improvement of approximately 100-miles of US Highway 2 in Williams, Mountrail, and Ward counties, North Carolina is proposed. The project would provide a four-lane divided highway from a point near US 85 north of Williston (mile post 31.93) to west of US 52 (mile post 131.24) northwest of Minot. This segment of US 2 is currently a two-lane roadway with a posted speed of 65 mile per hour (mph) during the day and 55 mph during the night. The highway functions as a major east-west arterial serving the northern part of the United States. It is an important regional and local highway that connects major cities in northern North Dakota and serves as a primary interconnect for north-south highways. It is a particularly important transportation facility for agricultural products and machinery and serves major medical facilities in the region. Four build alternatives and a No Action Alternative, are considered in this draft EIS. The No Action alternative would maintain US 2 as a two-lane highway, with improvements limited to resurfacing. The South Alignment Alternative would provide a divided four-lane highway by constructing two lanes south of and parallel to the existing roadway. The North Alignment Alternative would provide a divided four-lane highway by constructing two lanes north of and parallel to the existing roadway. The Selective North-South Alignment Alternative would involve the construction of two lanes parallel to and to the north or south of the existing roadway to avoid industrial facilities, homes, businesses, farms, and other structures. The Complete Reconstruction Alternative would involve obliteration of the existing roadway and providing a four-lane highway within the existing rights-of-way. All action alternatives would provide for a design speed of 70 mph. Some wetland easements would be required. POSITIVE IMPACTS: The expanded capacity provided by two additional lanes and the improved design speed would enhance the movement of people and goods along this important local and regional arterial. NEGATIVE IMPACTS: Depending on the action alternative considered, rights-of-way requirements would result in the displacement of two to seven residences, possibly one business, a total of five to 22 structures, 29.7 to 122.2 acres of farmland, 1.7 to 11.12 acres of wetlands, 14 to 19 acres of upland forest, and 18.1 to 37.6 acres of windbreak trees. Wildlife habitat associated with displaced wetlands, forested lands, and farmland. Floodplain land would also be affected. Habitat of the federally protected piping plover could be disturbed or displaced, and two state-listed threatened plant species could be affected. At least 105 archaeological sites and 112 historic structures would lie within the project study corridor; three historic structures and 13 archaeological sites could be eligible for inclusion in the National Register of Historic Places. Construction activities would encounter 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, as amended (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: 020377, Draft EIS--177 pages and maps, Appendices--87 pages and maps, August 30, 2002 PY - 2002 KW - Roads and Railroads KW - Agency number: FHWA-ND-EIS-02-01-D KW - Archaeological Sites KW - Birds KW - Easements KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - North Dakota 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, 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/36411949?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-08-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=UNITED+STATES+HIGHWAY+2%2C+U.S.+HIGHWAY+85+TO+WEST+OF+U.S.+HIGHWAY+52%2C+WILLIAMS%2C+MONTRAIL%2C+AND+WARD+COUNTIES%2C+NORTH+DAKOTA+%28PROJECT+NH-7-002%28051%29032%29.&rft.title=UNITED+STATES+HIGHWAY+2%2C+U.S.+HIGHWAY+85+TO+WEST+OF+U.S.+HIGHWAY+52%2C+WILLIAMS%2C+MONTRAIL%2C+AND+WARD+COUNTIES%2C+NORTH+DAKOTA+%28PROJECT+NH-7-002%28051%29032%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Bismarck, North Dakota; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 30, 2002 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 - 36409729; 9599 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 SR 25 in Lafayette and terminates at US 24/US 35 in Logansport, a distance of approximately 33 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 draft EIS. All build alternatives 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. Depending on the action alternative considered, construction costs range from $178.4 million to $188.4 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). JF - EPA number: 020375, 497 pages and maps, August 30, 2002 PY - 2002 KW - Roads and Railroads KW - Agency number: FHWA-IN-EIS-02-02-D 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 - 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/36409729?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-08-30&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 - Draft. Preparation date: August 30, 2002 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - U.S. 64 IMPROVEMENTS, ASHEBORO, RANDOLPH COUNTY, NORTH CAROLINA (FEDERAL-AID PROJECT NO. NHF - 64(19); STATE PROJET NO. 8.1571401; TIP PROJECT R-2536). AN - 16359946; 9591 AB - PURPOSE: The construction of a bypass facility for US 64 in the area of the city of Asheboro, Randolph County, North Carolina is proposed. The project would also improve access to the North Carolina Zoological Park, located southeast of the US 64 corridor. The roadway would be a four-lane, median-divided facility with full access control on a new location. The Zoo Connector portion of the project would be a two-lane parkway facility with a bridge to carry North Carolina (NC) 159 over the Zoo Connector. The bridge and the surrounding landscape would be designed, in cooperation with the zoo authorities, to provide an aesthetically pleasing entrance to the park. All alternatives would involve the provision of interchanges at existing US 64 west of Asheboro, NC 49, the US 220 Bypass (future Interstate 73/74), the Zoo Connector, NC 159, NC 42, and existing US 64 east of Asheboro. Of the six preliminary alternatives considered, only the build alternatives south of Asheboro were determined to meet all the goals of the project. Land suitability mapping was developed for the area south of the city, which was designated as the project study area. Corridor segments were reviewed and compared to determine which could be eliminated and which should be studied in greater detail. Based on this review, six of the preliminary corridor segments and two the Zoo Connector segments were eliminated from further consideration. The remaining 36 segments were linked together for form preliminary corridors. Nine alternatives are considered in detail in this draft EIS. Depending on the alternative considered, construction and rights-of-way costs, respectively, are estimated to range from $163.9 million to $192.0 million and from $22.2 million and $29.3 million. POSITIVE IMPACTS: The project would improve traffic flow and levels of service on US 64, improve safety on the facility, and enhance high-speed regional travel along the corridor. The relocated facility would achieve these goals by providing regional travelers and alternative to existing UC 64, which passes through Asheville. Access to the North Carolina Zoological Park would also be enhanced, and local residents would no longer suffer the inconvenience of zoo traffic passing through their neighborhoods. The separation of local and regional/commuting traffic would improve mobility and safety for all motorists. Residents and commuting traffic traveling between Charlotte and points east would experience decreased travel time. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 111 to 156 residences, 13 or 14 businesses, and, possibly, one privately held park. Land and resource displacements would affect 487.2 to 555.2 acres of deciduous forest, 30.3 to 35.9 acres of evergreen forest, 32.6 to 58.6 acres of mixed forest, 36 to 44.6 acres of bare/transitional land, 25.6 to 40.7 acres of farmland, 87 to 113.5 acres of pasture, 162.3 to 194.2 acres of residential/community land, 4.1 to 8.8 acres of wetlands, and 8.84 to 9.92 acres of floodplain. The project would also cross two to three electric transmission lines, three water lines, and 18 to 25 streams. Traffic-generated noise would exceed federal standards at 118 to 148 sensitive receptor sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 020367, 401 pages and maps, August 27, 2002 PY - 2002 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-02-01-D KW - Biologic Assessments KW - Bridges KW - Farmlands KW - Floodplains KW - Forests KW - Highways KW - Highway Structures KW - Hydraulic Assessment KW - Noise Standards Violations KW - Parks KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - North Carolina KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16359946?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-08-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=U.S.+64+IMPROVEMENTS%2C+ASHEBORO%2C+RANDOLPH+COUNTY%2C+NORTH+CAROLINA+%28FEDERAL-AID+PROJECT+NO.+NHF+-+64%2819%29%3B+STATE+PROJET+NO.+8.1571401%3B+TIP+PROJECT+R-2536%29.&rft.title=U.S.+64+IMPROVEMENTS%2C+ASHEBORO%2C+RANDOLPH+COUNTY%2C+NORTH+CAROLINA+%28FEDERAL-AID+PROJECT+NO.+NHF+-+64%2819%29%3B+STATE+PROJET+NO.+8.1571401%3B+TIP+PROJECT+R-2536%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 - Draft. Preparation date: August 27, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SANTA BARBARA AIRPORT AVIATION FACILITIES PLAN, SANTA BARBARA, SANTA BARBARA COUNTY, CALIFORNIA. AN - 36412413; 9588 AB - PURPOSE: The expansion and improvement of Santa Barbara Airport, Santa Barbara County, California is proposed. The airport site encompasses 950 acres, including a 225-acre airport industrial/commercial specific plan area located north and south of Hollister Avenue and a 725-acre aviation facilities plan area located south of Hollister Avenue. The project would involve extension of runway safety areas for Runway 7/25 to allow the areas to meet current federal standards; construction of a new taxiway; expansion of the airline terminal building and associated automobile parking facilities; improvement of Taxiway B, aircraft parking aprons, and air cargo processing facilities; and construction of 75 aircraft T-hangars and a new on-airport service road. A 1,000-foot by 500-foot safety area would be provided at either end of Runway 7/25. Two alternatives for runway safety areas and a No Action Alternative are considered in this final EIS. The environmentally preferred alternative would involve extension of the runway to the west only and realignment of Tecolotito Creek. Additional alternatives were considered for the airline terminal, Taxiway B improvements, parking facilities, and air cargo building, but only the proposed action and the No Action Alternative are considered in detail. POSITIVE IMPACTS: Expansion of the airport as planned would meet aviation needs at the site through the year 2015. The new taxiway would make operations safer by minimizing runway crossings, thereby reducing the potential for runway incursions when unauthorized aircraft enter a runway. Flight delays would decline significantly. New stream channels and improved settling basins would reduce sedimentation in downstream reaches. The historically significant terminal building would be restored. The project would increase employment rolls and otherwise provide benefits to the local economy. NEGATIVE IMPACTS: Emission from aircraft operations would increase the level of particulate pollutants in the area, which is already in exceedance of federal standards. Tecolotito Creek would be rerouted outside the new runway safety area. Fill material would be discharged into Tecolotito and Caneros creeks and into adjacent wetlands in Goleta Slough. Approximately 45 acres of land west of the airport would be acquired either in fee or via aviation easement. LEGAL MANDATES: Airport and Airway Improvements Act of 1982, as amended (P.L. 97-248), 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 01-0231D, Volume 25, Number 3. JF - EPA number: 020364, Volume 1--605 pages and maps, Volume 2--821 pages and maps, August 23, 2002 PY - 2002 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Air Quality Assessments KW - Commercial Zones KW - Creeks KW - Employment KW - Historic Sites Surveys KW - Impact Monitoring Plans KW - Industrial Parks KW - Land Acquisitions KW - Noise Assessments KW - Parking KW - Section 404(b) Statements KW - Site Planning KW - Terminal Facilities KW - Wetlands KW - California KW - Airport and Airway Improvements Act of 1982, Compliance 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/36412413?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-08-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SANTA+BARBARA+AIRPORT+AVIATION+FACILITIES+PLAN%2C+SANTA+BARBARA%2C+SANTA+BARBARA+COUNTY%2C+CALIFORNIA.&rft.title=SANTA+BARBARA+AIRPORT+AVIATION+FACILITIES+PLAN%2C+SANTA+BARBARA%2C+SANTA+BARBARA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Sacramento, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: August 23, 2002 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - TRUNK HIGHWAY 60, FROM APPROXIMATELY 1.8 MILES SOUTH OF THE MINNESOTA-IDAHO BORDER (120TH STREET) TO INTERESTATE 90 NORTH OF WORTHINGTON, MINNESOTA, 14.3 MILES, NOBLES COUNTY, MINNESOTA AND OSCEOLA COUNTY, IDAHO. AN - 36440496; 11295 AB - PURPOSE: The reconstruction of Trunk Highway (TH) 60, from approximately 1.8 miles south of the Minnesota-Idaho border (120th Street) to Interstate 90 north of Worthington, Minnesota, 14.3 miles, Nobles County, Minnesota and Osceola County, Idaho is proposed. Because the highway project would cross the Minnesota-Iowa state line, the Minnesota and Iowa Departments of Transportation (DOTs) have developed an agreement addressing the responsibilities for completing the EIS process. The Iowa DOT anticipates the reconstruction of TH 60 as a four-lane roadway from LeMars to 120th Street in 2007. TH 60 is a principal east-west roadway within the National Highway System that serves as a diagonal route between LeMars, Idaho and Mankato through northwestern Idaho and southwestern Minnesota. Near Mankato, TH 60 connects with TH 169 and serves as a main route to the Twin Cities metropolitan area. Locally and regionally, TH 60 connects residents to jobs, retail centers, and recreational destinations. The facility would be reconstructed at a four-lane highway from LeMars to 120th Street in the year 2006. The location and timing of the remaining portion of TH 60 is dependent on the decision to bypass Bigelow or remain on the existing alignment through that city. The draft EIS of August 2002 considered six build alternatives and a No-Build Alternative. All build alternatives would provide a four-lane highway for the most part or throughout the entire alignment. Certain alternatives would provide for a two-lane westerly bypass of Worthington. All build alternatives, excepting two, would provide for a four-lane easterly bypass of Bigelow. The alternative identified as preferred in this final EIS would include the Bigelow bypass, though the Worthington bypass would not be constructed. Cost of the preferred alternative is estimated at $59.1 million. POSITIVE IMPACTS: The project would improve safety and efficiency of travel and the movement of goods on TH 60, maintaining system continuity, addressing physical problems with the existing facility, correcting design deficiencies, allowing for proper passage of truck and farm traffic, and increasing facility capacity. NEGATIVE IMPACTS: Rights-of-way requirements for the build alternatives would result in the displacement of 278 acres of farmland, 51 homes, and three commercial properties. Five farm homes would be displaced, eight farms severed, 14 farms triangulated, affecting 39.4 acres of prime farmland, three farms isolated, and six farm-related structures relocated. Snowmobiles would be required to cross four lanes rather than two lanes at a trail crossing 0.5 mile north of County Road 10. A railroad bridge in Worthington would have to be reconstructed. Daytime and/or nighttime noise levels generated by traffic along the facility would exceed federal standards at numerous sensitive receptor sites. The highway and its structures would mar visual aesthetics in Worthington and Bigelow. The extent to which hazardous waste sites would be encountered during construction activities have yet to be determined. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0349D, Volume 26, Number 4. JF - EPA number: 040556, Draft EIS--137 pages and maps, Final EIS--141 pages and maps, August 14, 2002 PY - 2002 KW - Roads and Railroads KW - Agency number: FHWA-MN-EIS-02-04-F KW - Bridges KW - Cultural Resources Surveys KW - Farmlands KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Railroad Structures KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Trails KW - Transportation KW - Visual Resources KW - Idaho KW - Minnesota KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36440496?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-08-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TRUNK+HIGHWAY+60%2C+FROM+APPROXIMATELY+1.8+MILES+SOUTH+OF+THE+MINNESOTA-IDAHO+BORDER+%28120TH+STREET%29+TO+INTERESTATE+90+NORTH+OF+WORTHINGTON%2C+MINNESOTA%2C+14.3+MILES%2C+NOBLES+COUNTY%2C+MINNESOTA+AND+OSCEOLA+COUNTY%2C+IDAHO.&rft.title=TRUNK+HIGHWAY+60%2C+FROM+APPROXIMATELY+1.8+MILES+SOUTH+OF+THE+MINNESOTA-IDAHO+BORDER+%28120TH+STREET%29+TO+INTERESTATE+90+NORTH+OF+WORTHINGTON%2C+MINNESOTA%2C+14.3+MILES%2C+NOBLES+COUNTY%2C+MINNESOTA+AND+OSCEOLA+COUNTY%2C+IDAHO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: August 14, 2002 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - TRUNK HIGHWAY 60, FROM APPROXIMATELY 1.8 MILES SOUTH OF THE MINNESOTA-IDAHO BORDER (120TH STREET) TO INTERSTATE 90 NORTH OF WORTHINGTON, MINNESOTA, 14.3 MILES, NOBLES COUNTY, MINNESOTA AND OSCEOLA COUNTY, IDAHO. AN - 36420147; 9461 AB - PURPOSE: The reconstruction of Trunk Highway (TH) 60, from approximately 1.8 miles south of the Minnesota-Idaho border (120th street) to interstate 90 north of Worthington, Minnesota, 14.3 miles, Nobles County, Minnesota and Osceola County, Idaho is proposed. TH 60 is a principal east-west roadway within the National Highway System that serves as a diagonal route between LeMars, Idaho and Mankato through northwestern Idaho and southwestern Minnesota. Near Mankato, TH 60 connects with TH 169 and serves as a main route to the Twin Cities metropolitan area. Locally and regionally, TH 60 connects residents to jobs, retail centers, and recreational destinations. The facility would be reconstructed at a four-lane highway from LeMars to 120th Street in the year 2006. The location and timing of the remaining portion of TH 60 is dependent on the decision to bypass Bigelow of remain on the existing alignment through that city. This draft EIS considers three base alternatives and a No-Build Alternative (Alternative D). All build alternatives would provide a four-lane highway for the most part or throughout the entire alignment. Certain alternatives would provide for a two-lane westerly bypass of Worthington. All build alternatives, excepting two, would provide for a four-lane easterly bypass of Bigelow. Depending on the alternative chosen cost of the project ranges from $15.9 million for the No-Build Alternative to $53.3 million for the most costly build alternative. Benefit-cost ratios for the alternatives range from 0.5 to 0.8. POSITIVE IMPACTS: The project would improve safety and efficiency of travel and the movement of goods on TH 60, maintaining system continuity, addressing physical problems with the existing facility, correcting design deficiencies, allowing for proper passage of truck and farm traffic, and increasing facility capacity. NEGATIVE IMPACTS: Rights-of-way requirements for the build alternatives would result in the displacement of 192 to 430 acres of rural land, including 146 to 266 acres of farmland, one to 33 acres of urban land, four to 21 residences, and up to nine businesses. Snowmobiles would be required to cross four lanes rather than two lanes at a trail crossing 0.5 mile north of County Road 10. A railroad bridge in Worthing would have to be reconstructed. Daytime noise levels generated by traffic along the facility would exceed federal standards in the vicinity of 75 to 88 sensitive receptors. Nighttime noise levels would exceed federal standards at 188 to 230 receptors. The highway and its structures would mar visual aesthestics in Worthington and Bigelow. The extent to which hazardous waste sites would be encountered during construction activities has yet to be determined. 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: 020349, 201 pages and maps, August 14, 2002 PY - 2002 KW - Roads and Railroads KW - Agency number: FHWA-MN-EIS-02-04-D KW - Cultural Resources Surveys KW - Farmlands KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Railroad Structures KW - Relocations-Property Acquisitions KW - Safety KW - Trails KW - Transportation KW - Visual Resources KW - Idaho KW - Minnesota KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36420147?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-08-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TRUNK+HIGHWAY+60%2C+FROM+APPROXIMATELY+1.8+MILES+SOUTH+OF+THE+MINNESOTA-IDAHO+BORDER+%28120TH+STREET%29+TO+INTERSTATE+90+NORTH+OF+WORTHINGTON%2C+MINNESOTA%2C+14.3+MILES%2C+NOBLES+COUNTY%2C+MINNESOTA+AND+OSCEOLA+COUNTY%2C+IDAHO.&rft.title=TRUNK+HIGHWAY+60%2C+FROM+APPROXIMATELY+1.8+MILES+SOUTH+OF+THE+MINNESOTA-IDAHO+BORDER+%28120TH+STREET%29+TO+INTERSTATE+90+NORTH+OF+WORTHINGTON%2C+MINNESOTA%2C+14.3+MILES%2C+NOBLES+COUNTY%2C+MINNESOTA+AND+OSCEOLA+COUNTY%2C+IDAHO.&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 - Draft. Preparation date: August 14, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TRUNK HIGHWAY 60, FROM APPROXIMATELY 1.8 MILES SOUTH OF THE MINNESOTA-IDAHO BORDER (120TH STREET) TO INTERESTATE 90 NORTH OF WORTHINGTON, MINNESOTA, 14.3 MILES, NOBLES COUNTY, MINNESOTA AND OSCEOLA COUNTY, IDAHO. [Part 16 of 29] T2 - TRUNK HIGHWAY 60, FROM APPROXIMATELY 1.8 MILES SOUTH OF THE MINNESOTA-IDAHO BORDER (120TH STREET) TO INTERESTATE 90 NORTH OF WORTHINGTON, MINNESOTA, 14.3 MILES, NOBLES COUNTY, MINNESOTA AND OSCEOLA COUNTY, IDAHO. AN - 36370684; 11295-040556_0016 AB - PURPOSE: The reconstruction of Trunk Highway (TH) 60, from approximately 1.8 miles south of the Minnesota-Idaho border (120th Street) to Interstate 90 north of Worthington, Minnesota, 14.3 miles, Nobles County, Minnesota and Osceola County, Idaho is proposed. Because the highway project would cross the Minnesota-Iowa state line, the Minnesota and Iowa Departments of Transportation (DOTs) have developed an agreement addressing the responsibilities for completing the EIS process. The Iowa DOT anticipates the reconstruction of TH 60 as a four-lane roadway from LeMars to 120th Street in 2007. TH 60 is a principal east-west roadway within the National Highway System that serves as a diagonal route between LeMars, Idaho and Mankato through northwestern Idaho and southwestern Minnesota. Near Mankato, TH 60 connects with TH 169 and serves as a main route to the Twin Cities metropolitan area. Locally and regionally, TH 60 connects residents to jobs, retail centers, and recreational destinations. The facility would be reconstructed at a four-lane highway from LeMars to 120th Street in the year 2006. The location and timing of the remaining portion of TH 60 is dependent on the decision to bypass Bigelow or remain on the existing alignment through that city. The draft EIS of August 2002 considered six build alternatives and a No-Build Alternative. All build alternatives would provide a four-lane highway for the most part or throughout the entire alignment. Certain alternatives would provide for a two-lane westerly bypass of Worthington. All build alternatives, excepting two, would provide for a four-lane easterly bypass of Bigelow. The alternative identified as preferred in this final EIS would include the Bigelow bypass, though the Worthington bypass would not be constructed. Cost of the preferred alternative is estimated at $59.1 million. POSITIVE IMPACTS: The project would improve safety and efficiency of travel and the movement of goods on TH 60, maintaining system continuity, addressing physical problems with the existing facility, correcting design deficiencies, allowing for proper passage of truck and farm traffic, and increasing facility capacity. NEGATIVE IMPACTS: Rights-of-way requirements for the build alternatives would result in the displacement of 278 acres of farmland, 51 homes, and three commercial properties. Five farm homes would be displaced, eight farms severed, 14 farms triangulated, affecting 39.4 acres of prime farmland, three farms isolated, and six farm-related structures relocated. Snowmobiles would be required to cross four lanes rather than two lanes at a trail crossing 0.5 mile north of County Road 10. A railroad bridge in Worthington would have to be reconstructed. Daytime and/or nighttime noise levels generated by traffic along the facility would exceed federal standards at numerous sensitive receptor sites. The highway and its structures would mar visual aesthetics in Worthington and Bigelow. The extent to which hazardous waste sites would be encountered during construction activities have yet to be determined. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0349D, Volume 26, Number 4. JF - EPA number: 040556, Draft EIS--137 pages and maps, Final EIS--141 pages and maps, August 14, 2002 PY - 2002 VL - 16 KW - Roads and Railroads KW - Agency number: FHWA-MN-EIS-02-04-F KW - Bridges KW - Cultural Resources Surveys KW - Farmlands KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Railroad Structures KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Trails KW - Transportation KW - Visual Resources KW - Idaho KW - Minnesota KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36370684?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-08-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TRUNK+HIGHWAY+60%2C+FROM+APPROXIMATELY+1.8+MILES+SOUTH+OF+THE+MINNESOTA-IDAHO+BORDER+%28120TH+STREET%29+TO+INTERESTATE+90+NORTH+OF+WORTHINGTON%2C+MINNESOTA%2C+14.3+MILES%2C+NOBLES+COUNTY%2C+MINNESOTA+AND+OSCEOLA+COUNTY%2C+IDAHO.&rft.title=TRUNK+HIGHWAY+60%2C+FROM+APPROXIMATELY+1.8+MILES+SOUTH+OF+THE+MINNESOTA-IDAHO+BORDER+%28120TH+STREET%29+TO+INTERESTATE+90+NORTH+OF+WORTHINGTON%2C+MINNESOTA%2C+14.3+MILES%2C+NOBLES+COUNTY%2C+MINNESOTA+AND+OSCEOLA+COUNTY%2C+IDAHO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: August 14, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TRUNK HIGHWAY 60, FROM APPROXIMATELY 1.8 MILES SOUTH OF THE MINNESOTA-IDAHO BORDER (120TH STREET) TO INTERESTATE 90 NORTH OF WORTHINGTON, MINNESOTA, 14.3 MILES, NOBLES COUNTY, MINNESOTA AND OSCEOLA COUNTY, IDAHO. [Part 14 of 29] T2 - TRUNK HIGHWAY 60, FROM APPROXIMATELY 1.8 MILES SOUTH OF THE MINNESOTA-IDAHO BORDER (120TH STREET) TO INTERESTATE 90 NORTH OF WORTHINGTON, MINNESOTA, 14.3 MILES, NOBLES COUNTY, MINNESOTA AND OSCEOLA COUNTY, IDAHO. AN - 36370636; 11295-040556_0014 AB - PURPOSE: The reconstruction of Trunk Highway (TH) 60, from approximately 1.8 miles south of the Minnesota-Idaho border (120th Street) to Interstate 90 north of Worthington, Minnesota, 14.3 miles, Nobles County, Minnesota and Osceola County, Idaho is proposed. Because the highway project would cross the Minnesota-Iowa state line, the Minnesota and Iowa Departments of Transportation (DOTs) have developed an agreement addressing the responsibilities for completing the EIS process. The Iowa DOT anticipates the reconstruction of TH 60 as a four-lane roadway from LeMars to 120th Street in 2007. TH 60 is a principal east-west roadway within the National Highway System that serves as a diagonal route between LeMars, Idaho and Mankato through northwestern Idaho and southwestern Minnesota. Near Mankato, TH 60 connects with TH 169 and serves as a main route to the Twin Cities metropolitan area. Locally and regionally, TH 60 connects residents to jobs, retail centers, and recreational destinations. The facility would be reconstructed at a four-lane highway from LeMars to 120th Street in the year 2006. The location and timing of the remaining portion of TH 60 is dependent on the decision to bypass Bigelow or remain on the existing alignment through that city. The draft EIS of August 2002 considered six build alternatives and a No-Build Alternative. All build alternatives would provide a four-lane highway for the most part or throughout the entire alignment. Certain alternatives would provide for a two-lane westerly bypass of Worthington. All build alternatives, excepting two, would provide for a four-lane easterly bypass of Bigelow. The alternative identified as preferred in this final EIS would include the Bigelow bypass, though the Worthington bypass would not be constructed. Cost of the preferred alternative is estimated at $59.1 million. POSITIVE IMPACTS: The project would improve safety and efficiency of travel and the movement of goods on TH 60, maintaining system continuity, addressing physical problems with the existing facility, correcting design deficiencies, allowing for proper passage of truck and farm traffic, and increasing facility capacity. NEGATIVE IMPACTS: Rights-of-way requirements for the build alternatives would result in the displacement of 278 acres of farmland, 51 homes, and three commercial properties. Five farm homes would be displaced, eight farms severed, 14 farms triangulated, affecting 39.4 acres of prime farmland, three farms isolated, and six farm-related structures relocated. Snowmobiles would be required to cross four lanes rather than two lanes at a trail crossing 0.5 mile north of County Road 10. A railroad bridge in Worthington would have to be reconstructed. Daytime and/or nighttime noise levels generated by traffic along the facility would exceed federal standards at numerous sensitive receptor sites. The highway and its structures would mar visual aesthetics in Worthington and Bigelow. The extent to which hazardous waste sites would be encountered during construction activities have yet to be determined. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0349D, Volume 26, Number 4. JF - EPA number: 040556, Draft EIS--137 pages and maps, Final EIS--141 pages and maps, August 14, 2002 PY - 2002 VL - 14 KW - Roads and Railroads KW - Agency number: FHWA-MN-EIS-02-04-F KW - Bridges KW - Cultural Resources Surveys KW - Farmlands KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Railroad Structures KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Trails KW - Transportation KW - Visual Resources KW - Idaho KW - Minnesota KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36370636?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-08-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TRUNK+HIGHWAY+60%2C+FROM+APPROXIMATELY+1.8+MILES+SOUTH+OF+THE+MINNESOTA-IDAHO+BORDER+%28120TH+STREET%29+TO+INTERESTATE+90+NORTH+OF+WORTHINGTON%2C+MINNESOTA%2C+14.3+MILES%2C+NOBLES+COUNTY%2C+MINNESOTA+AND+OSCEOLA+COUNTY%2C+IDAHO.&rft.title=TRUNK+HIGHWAY+60%2C+FROM+APPROXIMATELY+1.8+MILES+SOUTH+OF+THE+MINNESOTA-IDAHO+BORDER+%28120TH+STREET%29+TO+INTERESTATE+90+NORTH+OF+WORTHINGTON%2C+MINNESOTA%2C+14.3+MILES%2C+NOBLES+COUNTY%2C+MINNESOTA+AND+OSCEOLA+COUNTY%2C+IDAHO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: August 14, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TRUNK HIGHWAY 60, FROM APPROXIMATELY 1.8 MILES SOUTH OF THE MINNESOTA-IDAHO BORDER (120TH STREET) TO INTERESTATE 90 NORTH OF WORTHINGTON, MINNESOTA, 14.3 MILES, NOBLES COUNTY, MINNESOTA AND OSCEOLA COUNTY, IDAHO. [Part 29 of 29] T2 - TRUNK HIGHWAY 60, FROM APPROXIMATELY 1.8 MILES SOUTH OF THE MINNESOTA-IDAHO BORDER (120TH STREET) TO INTERESTATE 90 NORTH OF WORTHINGTON, MINNESOTA, 14.3 MILES, NOBLES COUNTY, MINNESOTA AND OSCEOLA COUNTY, IDAHO. AN - 36370162; 11295-040556_0029 AB - PURPOSE: The reconstruction of Trunk Highway (TH) 60, from approximately 1.8 miles south of the Minnesota-Idaho border (120th Street) to Interstate 90 north of Worthington, Minnesota, 14.3 miles, Nobles County, Minnesota and Osceola County, Idaho is proposed. Because the highway project would cross the Minnesota-Iowa state line, the Minnesota and Iowa Departments of Transportation (DOTs) have developed an agreement addressing the responsibilities for completing the EIS process. The Iowa DOT anticipates the reconstruction of TH 60 as a four-lane roadway from LeMars to 120th Street in 2007. TH 60 is a principal east-west roadway within the National Highway System that serves as a diagonal route between LeMars, Idaho and Mankato through northwestern Idaho and southwestern Minnesota. Near Mankato, TH 60 connects with TH 169 and serves as a main route to the Twin Cities metropolitan area. Locally and regionally, TH 60 connects residents to jobs, retail centers, and recreational destinations. The facility would be reconstructed at a four-lane highway from LeMars to 120th Street in the year 2006. The location and timing of the remaining portion of TH 60 is dependent on the decision to bypass Bigelow or remain on the existing alignment through that city. The draft EIS of August 2002 considered six build alternatives and a No-Build Alternative. All build alternatives would provide a four-lane highway for the most part or throughout the entire alignment. Certain alternatives would provide for a two-lane westerly bypass of Worthington. All build alternatives, excepting two, would provide for a four-lane easterly bypass of Bigelow. The alternative identified as preferred in this final EIS would include the Bigelow bypass, though the Worthington bypass would not be constructed. Cost of the preferred alternative is estimated at $59.1 million. POSITIVE IMPACTS: The project would improve safety and efficiency of travel and the movement of goods on TH 60, maintaining system continuity, addressing physical problems with the existing facility, correcting design deficiencies, allowing for proper passage of truck and farm traffic, and increasing facility capacity. NEGATIVE IMPACTS: Rights-of-way requirements for the build alternatives would result in the displacement of 278 acres of farmland, 51 homes, and three commercial properties. Five farm homes would be displaced, eight farms severed, 14 farms triangulated, affecting 39.4 acres of prime farmland, three farms isolated, and six farm-related structures relocated. Snowmobiles would be required to cross four lanes rather than two lanes at a trail crossing 0.5 mile north of County Road 10. A railroad bridge in Worthington would have to be reconstructed. Daytime and/or nighttime noise levels generated by traffic along the facility would exceed federal standards at numerous sensitive receptor sites. The highway and its structures would mar visual aesthetics in Worthington and Bigelow. The extent to which hazardous waste sites would be encountered during construction activities have yet to be determined. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0349D, Volume 26, Number 4. JF - EPA number: 040556, Draft EIS--137 pages and maps, Final EIS--141 pages and maps, August 14, 2002 PY - 2002 VL - 29 KW - Roads and Railroads KW - Agency number: FHWA-MN-EIS-02-04-F KW - Bridges KW - Cultural Resources Surveys KW - Farmlands KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Railroad Structures KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Trails KW - Transportation KW - Visual Resources KW - Idaho KW - Minnesota KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36370162?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-08-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TRUNK+HIGHWAY+60%2C+FROM+APPROXIMATELY+1.8+MILES+SOUTH+OF+THE+MINNESOTA-IDAHO+BORDER+%28120TH+STREET%29+TO+INTERESTATE+90+NORTH+OF+WORTHINGTON%2C+MINNESOTA%2C+14.3+MILES%2C+NOBLES+COUNTY%2C+MINNESOTA+AND+OSCEOLA+COUNTY%2C+IDAHO.&rft.title=TRUNK+HIGHWAY+60%2C+FROM+APPROXIMATELY+1.8+MILES+SOUTH+OF+THE+MINNESOTA-IDAHO+BORDER+%28120TH+STREET%29+TO+INTERESTATE+90+NORTH+OF+WORTHINGTON%2C+MINNESOTA%2C+14.3+MILES%2C+NOBLES+COUNTY%2C+MINNESOTA+AND+OSCEOLA+COUNTY%2C+IDAHO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: August 14, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TRUNK HIGHWAY 60, FROM APPROXIMATELY 1.8 MILES SOUTH OF THE MINNESOTA-IDAHO BORDER (120TH STREET) TO INTERESTATE 90 NORTH OF WORTHINGTON, MINNESOTA, 14.3 MILES, NOBLES COUNTY, MINNESOTA AND OSCEOLA COUNTY, IDAHO. [Part 21 of 29] T2 - TRUNK HIGHWAY 60, FROM APPROXIMATELY 1.8 MILES SOUTH OF THE MINNESOTA-IDAHO BORDER (120TH STREET) TO INTERESTATE 90 NORTH OF WORTHINGTON, MINNESOTA, 14.3 MILES, NOBLES COUNTY, MINNESOTA AND OSCEOLA COUNTY, IDAHO. AN - 36370128; 11295-040556_0021 AB - PURPOSE: The reconstruction of Trunk Highway (TH) 60, from approximately 1.8 miles south of the Minnesota-Idaho border (120th Street) to Interstate 90 north of Worthington, Minnesota, 14.3 miles, Nobles County, Minnesota and Osceola County, Idaho is proposed. Because the highway project would cross the Minnesota-Iowa state line, the Minnesota and Iowa Departments of Transportation (DOTs) have developed an agreement addressing the responsibilities for completing the EIS process. The Iowa DOT anticipates the reconstruction of TH 60 as a four-lane roadway from LeMars to 120th Street in 2007. TH 60 is a principal east-west roadway within the National Highway System that serves as a diagonal route between LeMars, Idaho and Mankato through northwestern Idaho and southwestern Minnesota. Near Mankato, TH 60 connects with TH 169 and serves as a main route to the Twin Cities metropolitan area. Locally and regionally, TH 60 connects residents to jobs, retail centers, and recreational destinations. The facility would be reconstructed at a four-lane highway from LeMars to 120th Street in the year 2006. The location and timing of the remaining portion of TH 60 is dependent on the decision to bypass Bigelow or remain on the existing alignment through that city. The draft EIS of August 2002 considered six build alternatives and a No-Build Alternative. All build alternatives would provide a four-lane highway for the most part or throughout the entire alignment. Certain alternatives would provide for a two-lane westerly bypass of Worthington. All build alternatives, excepting two, would provide for a four-lane easterly bypass of Bigelow. The alternative identified as preferred in this final EIS would include the Bigelow bypass, though the Worthington bypass would not be constructed. Cost of the preferred alternative is estimated at $59.1 million. POSITIVE IMPACTS: The project would improve safety and efficiency of travel and the movement of goods on TH 60, maintaining system continuity, addressing physical problems with the existing facility, correcting design deficiencies, allowing for proper passage of truck and farm traffic, and increasing facility capacity. NEGATIVE IMPACTS: Rights-of-way requirements for the build alternatives would result in the displacement of 278 acres of farmland, 51 homes, and three commercial properties. Five farm homes would be displaced, eight farms severed, 14 farms triangulated, affecting 39.4 acres of prime farmland, three farms isolated, and six farm-related structures relocated. Snowmobiles would be required to cross four lanes rather than two lanes at a trail crossing 0.5 mile north of County Road 10. A railroad bridge in Worthington would have to be reconstructed. Daytime and/or nighttime noise levels generated by traffic along the facility would exceed federal standards at numerous sensitive receptor sites. The highway and its structures would mar visual aesthetics in Worthington and Bigelow. The extent to which hazardous waste sites would be encountered during construction activities have yet to be determined. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0349D, Volume 26, Number 4. JF - EPA number: 040556, Draft EIS--137 pages and maps, Final EIS--141 pages and maps, August 14, 2002 PY - 2002 VL - 21 KW - Roads and Railroads KW - Agency number: FHWA-MN-EIS-02-04-F KW - Bridges KW - Cultural Resources Surveys KW - Farmlands KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Railroad Structures KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Trails KW - Transportation KW - Visual Resources KW - Idaho KW - Minnesota KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36370128?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-08-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TRUNK+HIGHWAY+60%2C+FROM+APPROXIMATELY+1.8+MILES+SOUTH+OF+THE+MINNESOTA-IDAHO+BORDER+%28120TH+STREET%29+TO+INTERESTATE+90+NORTH+OF+WORTHINGTON%2C+MINNESOTA%2C+14.3+MILES%2C+NOBLES+COUNTY%2C+MINNESOTA+AND+OSCEOLA+COUNTY%2C+IDAHO.&rft.title=TRUNK+HIGHWAY+60%2C+FROM+APPROXIMATELY+1.8+MILES+SOUTH+OF+THE+MINNESOTA-IDAHO+BORDER+%28120TH+STREET%29+TO+INTERESTATE+90+NORTH+OF+WORTHINGTON%2C+MINNESOTA%2C+14.3+MILES%2C+NOBLES+COUNTY%2C+MINNESOTA+AND+OSCEOLA+COUNTY%2C+IDAHO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: August 14, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TRUNK HIGHWAY 60, FROM APPROXIMATELY 1.8 MILES SOUTH OF THE MINNESOTA-IDAHO BORDER (120TH STREET) TO INTERESTATE 90 NORTH OF WORTHINGTON, MINNESOTA, 14.3 MILES, NOBLES COUNTY, MINNESOTA AND OSCEOLA COUNTY, IDAHO. [Part 9 of 29] T2 - TRUNK HIGHWAY 60, FROM APPROXIMATELY 1.8 MILES SOUTH OF THE MINNESOTA-IDAHO BORDER (120TH STREET) TO INTERESTATE 90 NORTH OF WORTHINGTON, MINNESOTA, 14.3 MILES, NOBLES COUNTY, MINNESOTA AND OSCEOLA COUNTY, IDAHO. AN - 36369998; 11295-040556_0009 AB - PURPOSE: The reconstruction of Trunk Highway (TH) 60, from approximately 1.8 miles south of the Minnesota-Idaho border (120th Street) to Interstate 90 north of Worthington, Minnesota, 14.3 miles, Nobles County, Minnesota and Osceola County, Idaho is proposed. Because the highway project would cross the Minnesota-Iowa state line, the Minnesota and Iowa Departments of Transportation (DOTs) have developed an agreement addressing the responsibilities for completing the EIS process. The Iowa DOT anticipates the reconstruction of TH 60 as a four-lane roadway from LeMars to 120th Street in 2007. TH 60 is a principal east-west roadway within the National Highway System that serves as a diagonal route between LeMars, Idaho and Mankato through northwestern Idaho and southwestern Minnesota. Near Mankato, TH 60 connects with TH 169 and serves as a main route to the Twin Cities metropolitan area. Locally and regionally, TH 60 connects residents to jobs, retail centers, and recreational destinations. The facility would be reconstructed at a four-lane highway from LeMars to 120th Street in the year 2006. The location and timing of the remaining portion of TH 60 is dependent on the decision to bypass Bigelow or remain on the existing alignment through that city. The draft EIS of August 2002 considered six build alternatives and a No-Build Alternative. All build alternatives would provide a four-lane highway for the most part or throughout the entire alignment. Certain alternatives would provide for a two-lane westerly bypass of Worthington. All build alternatives, excepting two, would provide for a four-lane easterly bypass of Bigelow. The alternative identified as preferred in this final EIS would include the Bigelow bypass, though the Worthington bypass would not be constructed. Cost of the preferred alternative is estimated at $59.1 million. POSITIVE IMPACTS: The project would improve safety and efficiency of travel and the movement of goods on TH 60, maintaining system continuity, addressing physical problems with the existing facility, correcting design deficiencies, allowing for proper passage of truck and farm traffic, and increasing facility capacity. NEGATIVE IMPACTS: Rights-of-way requirements for the build alternatives would result in the displacement of 278 acres of farmland, 51 homes, and three commercial properties. Five farm homes would be displaced, eight farms severed, 14 farms triangulated, affecting 39.4 acres of prime farmland, three farms isolated, and six farm-related structures relocated. Snowmobiles would be required to cross four lanes rather than two lanes at a trail crossing 0.5 mile north of County Road 10. A railroad bridge in Worthington would have to be reconstructed. Daytime and/or nighttime noise levels generated by traffic along the facility would exceed federal standards at numerous sensitive receptor sites. The highway and its structures would mar visual aesthetics in Worthington and Bigelow. The extent to which hazardous waste sites would be encountered during construction activities have yet to be determined. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0349D, Volume 26, Number 4. JF - EPA number: 040556, Draft EIS--137 pages and maps, Final EIS--141 pages and maps, August 14, 2002 PY - 2002 VL - 9 KW - Roads and Railroads KW - Agency number: FHWA-MN-EIS-02-04-F KW - Bridges KW - Cultural Resources Surveys KW - Farmlands KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Railroad Structures KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Trails KW - Transportation KW - Visual Resources KW - Idaho KW - Minnesota KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36369998?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-08-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TRUNK+HIGHWAY+60%2C+FROM+APPROXIMATELY+1.8+MILES+SOUTH+OF+THE+MINNESOTA-IDAHO+BORDER+%28120TH+STREET%29+TO+INTERESTATE+90+NORTH+OF+WORTHINGTON%2C+MINNESOTA%2C+14.3+MILES%2C+NOBLES+COUNTY%2C+MINNESOTA+AND+OSCEOLA+COUNTY%2C+IDAHO.&rft.title=TRUNK+HIGHWAY+60%2C+FROM+APPROXIMATELY+1.8+MILES+SOUTH+OF+THE+MINNESOTA-IDAHO+BORDER+%28120TH+STREET%29+TO+INTERESTATE+90+NORTH+OF+WORTHINGTON%2C+MINNESOTA%2C+14.3+MILES%2C+NOBLES+COUNTY%2C+MINNESOTA+AND+OSCEOLA+COUNTY%2C+IDAHO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: August 14, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TRUNK HIGHWAY 60, FROM APPROXIMATELY 1.8 MILES SOUTH OF THE MINNESOTA-IDAHO BORDER (120TH STREET) TO INTERESTATE 90 NORTH OF WORTHINGTON, MINNESOTA, 14.3 MILES, NOBLES COUNTY, MINNESOTA AND OSCEOLA COUNTY, IDAHO. [Part 6 of 29] T2 - TRUNK HIGHWAY 60, FROM APPROXIMATELY 1.8 MILES SOUTH OF THE MINNESOTA-IDAHO BORDER (120TH STREET) TO INTERESTATE 90 NORTH OF WORTHINGTON, MINNESOTA, 14.3 MILES, NOBLES COUNTY, MINNESOTA AND OSCEOLA COUNTY, IDAHO. AN - 36369935; 11295-040556_0006 AB - PURPOSE: The reconstruction of Trunk Highway (TH) 60, from approximately 1.8 miles south of the Minnesota-Idaho border (120th Street) to Interstate 90 north of Worthington, Minnesota, 14.3 miles, Nobles County, Minnesota and Osceola County, Idaho is proposed. Because the highway project would cross the Minnesota-Iowa state line, the Minnesota and Iowa Departments of Transportation (DOTs) have developed an agreement addressing the responsibilities for completing the EIS process. The Iowa DOT anticipates the reconstruction of TH 60 as a four-lane roadway from LeMars to 120th Street in 2007. TH 60 is a principal east-west roadway within the National Highway System that serves as a diagonal route between LeMars, Idaho and Mankato through northwestern Idaho and southwestern Minnesota. Near Mankato, TH 60 connects with TH 169 and serves as a main route to the Twin Cities metropolitan area. Locally and regionally, TH 60 connects residents to jobs, retail centers, and recreational destinations. The facility would be reconstructed at a four-lane highway from LeMars to 120th Street in the year 2006. The location and timing of the remaining portion of TH 60 is dependent on the decision to bypass Bigelow or remain on the existing alignment through that city. The draft EIS of August 2002 considered six build alternatives and a No-Build Alternative. All build alternatives would provide a four-lane highway for the most part or throughout the entire alignment. Certain alternatives would provide for a two-lane westerly bypass of Worthington. All build alternatives, excepting two, would provide for a four-lane easterly bypass of Bigelow. The alternative identified as preferred in this final EIS would include the Bigelow bypass, though the Worthington bypass would not be constructed. Cost of the preferred alternative is estimated at $59.1 million. POSITIVE IMPACTS: The project would improve safety and efficiency of travel and the movement of goods on TH 60, maintaining system continuity, addressing physical problems with the existing facility, correcting design deficiencies, allowing for proper passage of truck and farm traffic, and increasing facility capacity. NEGATIVE IMPACTS: Rights-of-way requirements for the build alternatives would result in the displacement of 278 acres of farmland, 51 homes, and three commercial properties. Five farm homes would be displaced, eight farms severed, 14 farms triangulated, affecting 39.4 acres of prime farmland, three farms isolated, and six farm-related structures relocated. Snowmobiles would be required to cross four lanes rather than two lanes at a trail crossing 0.5 mile north of County Road 10. A railroad bridge in Worthington would have to be reconstructed. Daytime and/or nighttime noise levels generated by traffic along the facility would exceed federal standards at numerous sensitive receptor sites. The highway and its structures would mar visual aesthetics in Worthington and Bigelow. The extent to which hazardous waste sites would be encountered during construction activities have yet to be determined. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0349D, Volume 26, Number 4. JF - EPA number: 040556, Draft EIS--137 pages and maps, Final EIS--141 pages and maps, August 14, 2002 PY - 2002 VL - 6 KW - Roads and Railroads KW - Agency number: FHWA-MN-EIS-02-04-F KW - Bridges KW - Cultural Resources Surveys KW - Farmlands KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Railroad Structures KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Trails KW - Transportation KW - Visual Resources KW - Idaho KW - Minnesota KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36369935?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-08-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TRUNK+HIGHWAY+60%2C+FROM+APPROXIMATELY+1.8+MILES+SOUTH+OF+THE+MINNESOTA-IDAHO+BORDER+%28120TH+STREET%29+TO+INTERESTATE+90+NORTH+OF+WORTHINGTON%2C+MINNESOTA%2C+14.3+MILES%2C+NOBLES+COUNTY%2C+MINNESOTA+AND+OSCEOLA+COUNTY%2C+IDAHO.&rft.title=TRUNK+HIGHWAY+60%2C+FROM+APPROXIMATELY+1.8+MILES+SOUTH+OF+THE+MINNESOTA-IDAHO+BORDER+%28120TH+STREET%29+TO+INTERESTATE+90+NORTH+OF+WORTHINGTON%2C+MINNESOTA%2C+14.3+MILES%2C+NOBLES+COUNTY%2C+MINNESOTA+AND+OSCEOLA+COUNTY%2C+IDAHO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: August 14, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TRUNK HIGHWAY 60, FROM APPROXIMATELY 1.8 MILES SOUTH OF THE MINNESOTA-IDAHO BORDER (120TH STREET) TO INTERESTATE 90 NORTH OF WORTHINGTON, MINNESOTA, 14.3 MILES, NOBLES COUNTY, MINNESOTA AND OSCEOLA COUNTY, IDAHO. [Part 20 of 29] T2 - TRUNK HIGHWAY 60, FROM APPROXIMATELY 1.8 MILES SOUTH OF THE MINNESOTA-IDAHO BORDER (120TH STREET) TO INTERESTATE 90 NORTH OF WORTHINGTON, MINNESOTA, 14.3 MILES, NOBLES COUNTY, MINNESOTA AND OSCEOLA COUNTY, IDAHO. AN - 36369843; 11295-040556_0020 AB - PURPOSE: The reconstruction of Trunk Highway (TH) 60, from approximately 1.8 miles south of the Minnesota-Idaho border (120th Street) to Interstate 90 north of Worthington, Minnesota, 14.3 miles, Nobles County, Minnesota and Osceola County, Idaho is proposed. Because the highway project would cross the Minnesota-Iowa state line, the Minnesota and Iowa Departments of Transportation (DOTs) have developed an agreement addressing the responsibilities for completing the EIS process. The Iowa DOT anticipates the reconstruction of TH 60 as a four-lane roadway from LeMars to 120th Street in 2007. TH 60 is a principal east-west roadway within the National Highway System that serves as a diagonal route between LeMars, Idaho and Mankato through northwestern Idaho and southwestern Minnesota. Near Mankato, TH 60 connects with TH 169 and serves as a main route to the Twin Cities metropolitan area. Locally and regionally, TH 60 connects residents to jobs, retail centers, and recreational destinations. The facility would be reconstructed at a four-lane highway from LeMars to 120th Street in the year 2006. The location and timing of the remaining portion of TH 60 is dependent on the decision to bypass Bigelow or remain on the existing alignment through that city. The draft EIS of August 2002 considered six build alternatives and a No-Build Alternative. All build alternatives would provide a four-lane highway for the most part or throughout the entire alignment. Certain alternatives would provide for a two-lane westerly bypass of Worthington. All build alternatives, excepting two, would provide for a four-lane easterly bypass of Bigelow. The alternative identified as preferred in this final EIS would include the Bigelow bypass, though the Worthington bypass would not be constructed. Cost of the preferred alternative is estimated at $59.1 million. POSITIVE IMPACTS: The project would improve safety and efficiency of travel and the movement of goods on TH 60, maintaining system continuity, addressing physical problems with the existing facility, correcting design deficiencies, allowing for proper passage of truck and farm traffic, and increasing facility capacity. NEGATIVE IMPACTS: Rights-of-way requirements for the build alternatives would result in the displacement of 278 acres of farmland, 51 homes, and three commercial properties. Five farm homes would be displaced, eight farms severed, 14 farms triangulated, affecting 39.4 acres of prime farmland, three farms isolated, and six farm-related structures relocated. Snowmobiles would be required to cross four lanes rather than two lanes at a trail crossing 0.5 mile north of County Road 10. A railroad bridge in Worthington would have to be reconstructed. Daytime and/or nighttime noise levels generated by traffic along the facility would exceed federal standards at numerous sensitive receptor sites. The highway and its structures would mar visual aesthetics in Worthington and Bigelow. The extent to which hazardous waste sites would be encountered during construction activities have yet to be determined. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0349D, Volume 26, Number 4. JF - EPA number: 040556, Draft EIS--137 pages and maps, Final EIS--141 pages and maps, August 14, 2002 PY - 2002 VL - 20 KW - Roads and Railroads KW - Agency number: FHWA-MN-EIS-02-04-F KW - Bridges KW - Cultural Resources Surveys KW - Farmlands KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Railroad Structures KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Trails KW - Transportation KW - Visual Resources KW - Idaho KW - Minnesota KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36369843?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-08-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TRUNK+HIGHWAY+60%2C+FROM+APPROXIMATELY+1.8+MILES+SOUTH+OF+THE+MINNESOTA-IDAHO+BORDER+%28120TH+STREET%29+TO+INTERESTATE+90+NORTH+OF+WORTHINGTON%2C+MINNESOTA%2C+14.3+MILES%2C+NOBLES+COUNTY%2C+MINNESOTA+AND+OSCEOLA+COUNTY%2C+IDAHO.&rft.title=TRUNK+HIGHWAY+60%2C+FROM+APPROXIMATELY+1.8+MILES+SOUTH+OF+THE+MINNESOTA-IDAHO+BORDER+%28120TH+STREET%29+TO+INTERESTATE+90+NORTH+OF+WORTHINGTON%2C+MINNESOTA%2C+14.3+MILES%2C+NOBLES+COUNTY%2C+MINNESOTA+AND+OSCEOLA+COUNTY%2C+IDAHO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: August 14, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TRUNK HIGHWAY 60, FROM APPROXIMATELY 1.8 MILES SOUTH OF THE MINNESOTA-IDAHO BORDER (120TH STREET) TO INTERESTATE 90 NORTH OF WORTHINGTON, MINNESOTA, 14.3 MILES, NOBLES COUNTY, MINNESOTA AND OSCEOLA COUNTY, IDAHO. [Part 13 of 29] T2 - TRUNK HIGHWAY 60, FROM APPROXIMATELY 1.8 MILES SOUTH OF THE MINNESOTA-IDAHO BORDER (120TH STREET) TO INTERESTATE 90 NORTH OF WORTHINGTON, MINNESOTA, 14.3 MILES, NOBLES COUNTY, MINNESOTA AND OSCEOLA COUNTY, IDAHO. AN - 36369794; 11295-040556_0013 AB - PURPOSE: The reconstruction of Trunk Highway (TH) 60, from approximately 1.8 miles south of the Minnesota-Idaho border (120th Street) to Interstate 90 north of Worthington, Minnesota, 14.3 miles, Nobles County, Minnesota and Osceola County, Idaho is proposed. Because the highway project would cross the Minnesota-Iowa state line, the Minnesota and Iowa Departments of Transportation (DOTs) have developed an agreement addressing the responsibilities for completing the EIS process. The Iowa DOT anticipates the reconstruction of TH 60 as a four-lane roadway from LeMars to 120th Street in 2007. TH 60 is a principal east-west roadway within the National Highway System that serves as a diagonal route between LeMars, Idaho and Mankato through northwestern Idaho and southwestern Minnesota. Near Mankato, TH 60 connects with TH 169 and serves as a main route to the Twin Cities metropolitan area. Locally and regionally, TH 60 connects residents to jobs, retail centers, and recreational destinations. The facility would be reconstructed at a four-lane highway from LeMars to 120th Street in the year 2006. The location and timing of the remaining portion of TH 60 is dependent on the decision to bypass Bigelow or remain on the existing alignment through that city. The draft EIS of August 2002 considered six build alternatives and a No-Build Alternative. All build alternatives would provide a four-lane highway for the most part or throughout the entire alignment. Certain alternatives would provide for a two-lane westerly bypass of Worthington. All build alternatives, excepting two, would provide for a four-lane easterly bypass of Bigelow. The alternative identified as preferred in this final EIS would include the Bigelow bypass, though the Worthington bypass would not be constructed. Cost of the preferred alternative is estimated at $59.1 million. POSITIVE IMPACTS: The project would improve safety and efficiency of travel and the movement of goods on TH 60, maintaining system continuity, addressing physical problems with the existing facility, correcting design deficiencies, allowing for proper passage of truck and farm traffic, and increasing facility capacity. NEGATIVE IMPACTS: Rights-of-way requirements for the build alternatives would result in the displacement of 278 acres of farmland, 51 homes, and three commercial properties. Five farm homes would be displaced, eight farms severed, 14 farms triangulated, affecting 39.4 acres of prime farmland, three farms isolated, and six farm-related structures relocated. Snowmobiles would be required to cross four lanes rather than two lanes at a trail crossing 0.5 mile north of County Road 10. A railroad bridge in Worthington would have to be reconstructed. Daytime and/or nighttime noise levels generated by traffic along the facility would exceed federal standards at numerous sensitive receptor sites. The highway and its structures would mar visual aesthetics in Worthington and Bigelow. The extent to which hazardous waste sites would be encountered during construction activities have yet to be determined. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0349D, Volume 26, Number 4. JF - EPA number: 040556, Draft EIS--137 pages and maps, Final EIS--141 pages and maps, August 14, 2002 PY - 2002 VL - 13 KW - Roads and Railroads KW - Agency number: FHWA-MN-EIS-02-04-F KW - Bridges KW - Cultural Resources Surveys KW - Farmlands KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Railroad Structures KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Trails KW - Transportation KW - Visual Resources KW - Idaho KW - Minnesota KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36369794?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-08-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TRUNK+HIGHWAY+60%2C+FROM+APPROXIMATELY+1.8+MILES+SOUTH+OF+THE+MINNESOTA-IDAHO+BORDER+%28120TH+STREET%29+TO+INTERESTATE+90+NORTH+OF+WORTHINGTON%2C+MINNESOTA%2C+14.3+MILES%2C+NOBLES+COUNTY%2C+MINNESOTA+AND+OSCEOLA+COUNTY%2C+IDAHO.&rft.title=TRUNK+HIGHWAY+60%2C+FROM+APPROXIMATELY+1.8+MILES+SOUTH+OF+THE+MINNESOTA-IDAHO+BORDER+%28120TH+STREET%29+TO+INTERESTATE+90+NORTH+OF+WORTHINGTON%2C+MINNESOTA%2C+14.3+MILES%2C+NOBLES+COUNTY%2C+MINNESOTA+AND+OSCEOLA+COUNTY%2C+IDAHO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: August 14, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TRUNK HIGHWAY 60, FROM APPROXIMATELY 1.8 MILES SOUTH OF THE MINNESOTA-IDAHO BORDER (120TH STREET) TO INTERESTATE 90 NORTH OF WORTHINGTON, MINNESOTA, 14.3 MILES, NOBLES COUNTY, MINNESOTA AND OSCEOLA COUNTY, IDAHO. [Part 19 of 29] T2 - TRUNK HIGHWAY 60, FROM APPROXIMATELY 1.8 MILES SOUTH OF THE MINNESOTA-IDAHO BORDER (120TH STREET) TO INTERESTATE 90 NORTH OF WORTHINGTON, MINNESOTA, 14.3 MILES, NOBLES COUNTY, MINNESOTA AND OSCEOLA COUNTY, IDAHO. AN - 36369175; 11295-040556_0019 AB - PURPOSE: The reconstruction of Trunk Highway (TH) 60, from approximately 1.8 miles south of the Minnesota-Idaho border (120th Street) to Interstate 90 north of Worthington, Minnesota, 14.3 miles, Nobles County, Minnesota and Osceola County, Idaho is proposed. Because the highway project would cross the Minnesota-Iowa state line, the Minnesota and Iowa Departments of Transportation (DOTs) have developed an agreement addressing the responsibilities for completing the EIS process. The Iowa DOT anticipates the reconstruction of TH 60 as a four-lane roadway from LeMars to 120th Street in 2007. TH 60 is a principal east-west roadway within the National Highway System that serves as a diagonal route between LeMars, Idaho and Mankato through northwestern Idaho and southwestern Minnesota. Near Mankato, TH 60 connects with TH 169 and serves as a main route to the Twin Cities metropolitan area. Locally and regionally, TH 60 connects residents to jobs, retail centers, and recreational destinations. The facility would be reconstructed at a four-lane highway from LeMars to 120th Street in the year 2006. The location and timing of the remaining portion of TH 60 is dependent on the decision to bypass Bigelow or remain on the existing alignment through that city. The draft EIS of August 2002 considered six build alternatives and a No-Build Alternative. All build alternatives would provide a four-lane highway for the most part or throughout the entire alignment. Certain alternatives would provide for a two-lane westerly bypass of Worthington. All build alternatives, excepting two, would provide for a four-lane easterly bypass of Bigelow. The alternative identified as preferred in this final EIS would include the Bigelow bypass, though the Worthington bypass would not be constructed. Cost of the preferred alternative is estimated at $59.1 million. POSITIVE IMPACTS: The project would improve safety and efficiency of travel and the movement of goods on TH 60, maintaining system continuity, addressing physical problems with the existing facility, correcting design deficiencies, allowing for proper passage of truck and farm traffic, and increasing facility capacity. NEGATIVE IMPACTS: Rights-of-way requirements for the build alternatives would result in the displacement of 278 acres of farmland, 51 homes, and three commercial properties. Five farm homes would be displaced, eight farms severed, 14 farms triangulated, affecting 39.4 acres of prime farmland, three farms isolated, and six farm-related structures relocated. Snowmobiles would be required to cross four lanes rather than two lanes at a trail crossing 0.5 mile north of County Road 10. A railroad bridge in Worthington would have to be reconstructed. Daytime and/or nighttime noise levels generated by traffic along the facility would exceed federal standards at numerous sensitive receptor sites. The highway and its structures would mar visual aesthetics in Worthington and Bigelow. The extent to which hazardous waste sites would be encountered during construction activities have yet to be determined. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0349D, Volume 26, Number 4. JF - EPA number: 040556, Draft EIS--137 pages and maps, Final EIS--141 pages and maps, August 14, 2002 PY - 2002 VL - 19 KW - Roads and Railroads KW - Agency number: FHWA-MN-EIS-02-04-F KW - Bridges KW - Cultural Resources Surveys KW - Farmlands KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Railroad Structures KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Trails KW - Transportation KW - Visual Resources KW - Idaho KW - Minnesota KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36369175?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-08-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TRUNK+HIGHWAY+60%2C+FROM+APPROXIMATELY+1.8+MILES+SOUTH+OF+THE+MINNESOTA-IDAHO+BORDER+%28120TH+STREET%29+TO+INTERESTATE+90+NORTH+OF+WORTHINGTON%2C+MINNESOTA%2C+14.3+MILES%2C+NOBLES+COUNTY%2C+MINNESOTA+AND+OSCEOLA+COUNTY%2C+IDAHO.&rft.title=TRUNK+HIGHWAY+60%2C+FROM+APPROXIMATELY+1.8+MILES+SOUTH+OF+THE+MINNESOTA-IDAHO+BORDER+%28120TH+STREET%29+TO+INTERESTATE+90+NORTH+OF+WORTHINGTON%2C+MINNESOTA%2C+14.3+MILES%2C+NOBLES+COUNTY%2C+MINNESOTA+AND+OSCEOLA+COUNTY%2C+IDAHO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: August 14, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TRUNK HIGHWAY 60, FROM APPROXIMATELY 1.8 MILES SOUTH OF THE MINNESOTA-IDAHO BORDER (120TH STREET) TO INTERESTATE 90 NORTH OF WORTHINGTON, MINNESOTA, 14.3 MILES, NOBLES COUNTY, MINNESOTA AND OSCEOLA COUNTY, IDAHO. [Part 4 of 29] T2 - TRUNK HIGHWAY 60, FROM APPROXIMATELY 1.8 MILES SOUTH OF THE MINNESOTA-IDAHO BORDER (120TH STREET) TO INTERESTATE 90 NORTH OF WORTHINGTON, MINNESOTA, 14.3 MILES, NOBLES COUNTY, MINNESOTA AND OSCEOLA COUNTY, IDAHO. AN - 36369080; 11295-040556_0004 AB - PURPOSE: The reconstruction of Trunk Highway (TH) 60, from approximately 1.8 miles south of the Minnesota-Idaho border (120th Street) to Interstate 90 north of Worthington, Minnesota, 14.3 miles, Nobles County, Minnesota and Osceola County, Idaho is proposed. Because the highway project would cross the Minnesota-Iowa state line, the Minnesota and Iowa Departments of Transportation (DOTs) have developed an agreement addressing the responsibilities for completing the EIS process. The Iowa DOT anticipates the reconstruction of TH 60 as a four-lane roadway from LeMars to 120th Street in 2007. TH 60 is a principal east-west roadway within the National Highway System that serves as a diagonal route between LeMars, Idaho and Mankato through northwestern Idaho and southwestern Minnesota. Near Mankato, TH 60 connects with TH 169 and serves as a main route to the Twin Cities metropolitan area. Locally and regionally, TH 60 connects residents to jobs, retail centers, and recreational destinations. The facility would be reconstructed at a four-lane highway from LeMars to 120th Street in the year 2006. The location and timing of the remaining portion of TH 60 is dependent on the decision to bypass Bigelow or remain on the existing alignment through that city. The draft EIS of August 2002 considered six build alternatives and a No-Build Alternative. All build alternatives would provide a four-lane highway for the most part or throughout the entire alignment. Certain alternatives would provide for a two-lane westerly bypass of Worthington. All build alternatives, excepting two, would provide for a four-lane easterly bypass of Bigelow. The alternative identified as preferred in this final EIS would include the Bigelow bypass, though the Worthington bypass would not be constructed. Cost of the preferred alternative is estimated at $59.1 million. POSITIVE IMPACTS: The project would improve safety and efficiency of travel and the movement of goods on TH 60, maintaining system continuity, addressing physical problems with the existing facility, correcting design deficiencies, allowing for proper passage of truck and farm traffic, and increasing facility capacity. NEGATIVE IMPACTS: Rights-of-way requirements for the build alternatives would result in the displacement of 278 acres of farmland, 51 homes, and three commercial properties. Five farm homes would be displaced, eight farms severed, 14 farms triangulated, affecting 39.4 acres of prime farmland, three farms isolated, and six farm-related structures relocated. Snowmobiles would be required to cross four lanes rather than two lanes at a trail crossing 0.5 mile north of County Road 10. A railroad bridge in Worthington would have to be reconstructed. Daytime and/or nighttime noise levels generated by traffic along the facility would exceed federal standards at numerous sensitive receptor sites. The highway and its structures would mar visual aesthetics in Worthington and Bigelow. The extent to which hazardous waste sites would be encountered during construction activities have yet to be determined. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0349D, Volume 26, Number 4. JF - EPA number: 040556, Draft EIS--137 pages and maps, Final EIS--141 pages and maps, August 14, 2002 PY - 2002 VL - 4 KW - Roads and Railroads KW - Agency number: FHWA-MN-EIS-02-04-F KW - Bridges KW - Cultural Resources Surveys KW - Farmlands KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Railroad Structures KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Trails KW - Transportation KW - Visual Resources KW - Idaho KW - Minnesota KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36369080?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-08-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TRUNK+HIGHWAY+60%2C+FROM+APPROXIMATELY+1.8+MILES+SOUTH+OF+THE+MINNESOTA-IDAHO+BORDER+%28120TH+STREET%29+TO+INTERESTATE+90+NORTH+OF+WORTHINGTON%2C+MINNESOTA%2C+14.3+MILES%2C+NOBLES+COUNTY%2C+MINNESOTA+AND+OSCEOLA+COUNTY%2C+IDAHO.&rft.title=TRUNK+HIGHWAY+60%2C+FROM+APPROXIMATELY+1.8+MILES+SOUTH+OF+THE+MINNESOTA-IDAHO+BORDER+%28120TH+STREET%29+TO+INTERESTATE+90+NORTH+OF+WORTHINGTON%2C+MINNESOTA%2C+14.3+MILES%2C+NOBLES+COUNTY%2C+MINNESOTA+AND+OSCEOLA+COUNTY%2C+IDAHO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: August 14, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TRUNK HIGHWAY 60, FROM APPROXIMATELY 1.8 MILES SOUTH OF THE MINNESOTA-IDAHO BORDER (120TH STREET) TO INTERESTATE 90 NORTH OF WORTHINGTON, MINNESOTA, 14.3 MILES, NOBLES COUNTY, MINNESOTA AND OSCEOLA COUNTY, IDAHO. [Part 10 of 29] T2 - TRUNK HIGHWAY 60, FROM APPROXIMATELY 1.8 MILES SOUTH OF THE MINNESOTA-IDAHO BORDER (120TH STREET) TO INTERESTATE 90 NORTH OF WORTHINGTON, MINNESOTA, 14.3 MILES, NOBLES COUNTY, MINNESOTA AND OSCEOLA COUNTY, IDAHO. AN - 36369071; 11295-040556_0010 AB - PURPOSE: The reconstruction of Trunk Highway (TH) 60, from approximately 1.8 miles south of the Minnesota-Idaho border (120th Street) to Interstate 90 north of Worthington, Minnesota, 14.3 miles, Nobles County, Minnesota and Osceola County, Idaho is proposed. Because the highway project would cross the Minnesota-Iowa state line, the Minnesota and Iowa Departments of Transportation (DOTs) have developed an agreement addressing the responsibilities for completing the EIS process. The Iowa DOT anticipates the reconstruction of TH 60 as a four-lane roadway from LeMars to 120th Street in 2007. TH 60 is a principal east-west roadway within the National Highway System that serves as a diagonal route between LeMars, Idaho and Mankato through northwestern Idaho and southwestern Minnesota. Near Mankato, TH 60 connects with TH 169 and serves as a main route to the Twin Cities metropolitan area. Locally and regionally, TH 60 connects residents to jobs, retail centers, and recreational destinations. The facility would be reconstructed at a four-lane highway from LeMars to 120th Street in the year 2006. The location and timing of the remaining portion of TH 60 is dependent on the decision to bypass Bigelow or remain on the existing alignment through that city. The draft EIS of August 2002 considered six build alternatives and a No-Build Alternative. All build alternatives would provide a four-lane highway for the most part or throughout the entire alignment. Certain alternatives would provide for a two-lane westerly bypass of Worthington. All build alternatives, excepting two, would provide for a four-lane easterly bypass of Bigelow. The alternative identified as preferred in this final EIS would include the Bigelow bypass, though the Worthington bypass would not be constructed. Cost of the preferred alternative is estimated at $59.1 million. POSITIVE IMPACTS: The project would improve safety and efficiency of travel and the movement of goods on TH 60, maintaining system continuity, addressing physical problems with the existing facility, correcting design deficiencies, allowing for proper passage of truck and farm traffic, and increasing facility capacity. NEGATIVE IMPACTS: Rights-of-way requirements for the build alternatives would result in the displacement of 278 acres of farmland, 51 homes, and three commercial properties. Five farm homes would be displaced, eight farms severed, 14 farms triangulated, affecting 39.4 acres of prime farmland, three farms isolated, and six farm-related structures relocated. Snowmobiles would be required to cross four lanes rather than two lanes at a trail crossing 0.5 mile north of County Road 10. A railroad bridge in Worthington would have to be reconstructed. Daytime and/or nighttime noise levels generated by traffic along the facility would exceed federal standards at numerous sensitive receptor sites. The highway and its structures would mar visual aesthetics in Worthington and Bigelow. The extent to which hazardous waste sites would be encountered during construction activities have yet to be determined. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0349D, Volume 26, Number 4. JF - EPA number: 040556, Draft EIS--137 pages and maps, Final EIS--141 pages and maps, August 14, 2002 PY - 2002 VL - 10 KW - Roads and Railroads KW - Agency number: FHWA-MN-EIS-02-04-F KW - Bridges KW - Cultural Resources Surveys KW - Farmlands KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Railroad Structures KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Trails KW - Transportation KW - Visual Resources KW - Idaho KW - Minnesota KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36369071?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-08-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TRUNK+HIGHWAY+60%2C+FROM+APPROXIMATELY+1.8+MILES+SOUTH+OF+THE+MINNESOTA-IDAHO+BORDER+%28120TH+STREET%29+TO+INTERESTATE+90+NORTH+OF+WORTHINGTON%2C+MINNESOTA%2C+14.3+MILES%2C+NOBLES+COUNTY%2C+MINNESOTA+AND+OSCEOLA+COUNTY%2C+IDAHO.&rft.title=TRUNK+HIGHWAY+60%2C+FROM+APPROXIMATELY+1.8+MILES+SOUTH+OF+THE+MINNESOTA-IDAHO+BORDER+%28120TH+STREET%29+TO+INTERESTATE+90+NORTH+OF+WORTHINGTON%2C+MINNESOTA%2C+14.3+MILES%2C+NOBLES+COUNTY%2C+MINNESOTA+AND+OSCEOLA+COUNTY%2C+IDAHO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: August 14, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TRUNK HIGHWAY 60, FROM APPROXIMATELY 1.8 MILES SOUTH OF THE MINNESOTA-IDAHO BORDER (120TH STREET) TO INTERESTATE 90 NORTH OF WORTHINGTON, MINNESOTA, 14.3 MILES, NOBLES COUNTY, MINNESOTA AND OSCEOLA COUNTY, IDAHO. [Part 1 of 29] T2 - TRUNK HIGHWAY 60, FROM APPROXIMATELY 1.8 MILES SOUTH OF THE MINNESOTA-IDAHO BORDER (120TH STREET) TO INTERESTATE 90 NORTH OF WORTHINGTON, MINNESOTA, 14.3 MILES, NOBLES COUNTY, MINNESOTA AND OSCEOLA COUNTY, IDAHO. AN - 36369015; 11295-040556_0001 AB - PURPOSE: The reconstruction of Trunk Highway (TH) 60, from approximately 1.8 miles south of the Minnesota-Idaho border (120th Street) to Interstate 90 north of Worthington, Minnesota, 14.3 miles, Nobles County, Minnesota and Osceola County, Idaho is proposed. Because the highway project would cross the Minnesota-Iowa state line, the Minnesota and Iowa Departments of Transportation (DOTs) have developed an agreement addressing the responsibilities for completing the EIS process. The Iowa DOT anticipates the reconstruction of TH 60 as a four-lane roadway from LeMars to 120th Street in 2007. TH 60 is a principal east-west roadway within the National Highway System that serves as a diagonal route between LeMars, Idaho and Mankato through northwestern Idaho and southwestern Minnesota. Near Mankato, TH 60 connects with TH 169 and serves as a main route to the Twin Cities metropolitan area. Locally and regionally, TH 60 connects residents to jobs, retail centers, and recreational destinations. The facility would be reconstructed at a four-lane highway from LeMars to 120th Street in the year 2006. The location and timing of the remaining portion of TH 60 is dependent on the decision to bypass Bigelow or remain on the existing alignment through that city. The draft EIS of August 2002 considered six build alternatives and a No-Build Alternative. All build alternatives would provide a four-lane highway for the most part or throughout the entire alignment. Certain alternatives would provide for a two-lane westerly bypass of Worthington. All build alternatives, excepting two, would provide for a four-lane easterly bypass of Bigelow. The alternative identified as preferred in this final EIS would include the Bigelow bypass, though the Worthington bypass would not be constructed. Cost of the preferred alternative is estimated at $59.1 million. POSITIVE IMPACTS: The project would improve safety and efficiency of travel and the movement of goods on TH 60, maintaining system continuity, addressing physical problems with the existing facility, correcting design deficiencies, allowing for proper passage of truck and farm traffic, and increasing facility capacity. NEGATIVE IMPACTS: Rights-of-way requirements for the build alternatives would result in the displacement of 278 acres of farmland, 51 homes, and three commercial properties. Five farm homes would be displaced, eight farms severed, 14 farms triangulated, affecting 39.4 acres of prime farmland, three farms isolated, and six farm-related structures relocated. Snowmobiles would be required to cross four lanes rather than two lanes at a trail crossing 0.5 mile north of County Road 10. A railroad bridge in Worthington would have to be reconstructed. Daytime and/or nighttime noise levels generated by traffic along the facility would exceed federal standards at numerous sensitive receptor sites. The highway and its structures would mar visual aesthetics in Worthington and Bigelow. The extent to which hazardous waste sites would be encountered during construction activities have yet to be determined. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0349D, Volume 26, Number 4. JF - EPA number: 040556, Draft EIS--137 pages and maps, Final EIS--141 pages and maps, August 14, 2002 PY - 2002 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-MN-EIS-02-04-F KW - Bridges KW - Cultural Resources Surveys KW - Farmlands KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Railroad Structures KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Trails KW - Transportation KW - Visual Resources KW - Idaho KW - Minnesota KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36369015?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-08-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TRUNK+HIGHWAY+60%2C+FROM+APPROXIMATELY+1.8+MILES+SOUTH+OF+THE+MINNESOTA-IDAHO+BORDER+%28120TH+STREET%29+TO+INTERESTATE+90+NORTH+OF+WORTHINGTON%2C+MINNESOTA%2C+14.3+MILES%2C+NOBLES+COUNTY%2C+MINNESOTA+AND+OSCEOLA+COUNTY%2C+IDAHO.&rft.title=TRUNK+HIGHWAY+60%2C+FROM+APPROXIMATELY+1.8+MILES+SOUTH+OF+THE+MINNESOTA-IDAHO+BORDER+%28120TH+STREET%29+TO+INTERESTATE+90+NORTH+OF+WORTHINGTON%2C+MINNESOTA%2C+14.3+MILES%2C+NOBLES+COUNTY%2C+MINNESOTA+AND+OSCEOLA+COUNTY%2C+IDAHO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: August 14, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TRUNK HIGHWAY 60, FROM APPROXIMATELY 1.8 MILES SOUTH OF THE MINNESOTA-IDAHO BORDER (120TH STREET) TO INTERESTATE 90 NORTH OF WORTHINGTON, MINNESOTA, 14.3 MILES, NOBLES COUNTY, MINNESOTA AND OSCEOLA COUNTY, IDAHO. [Part 8 of 29] T2 - TRUNK HIGHWAY 60, FROM APPROXIMATELY 1.8 MILES SOUTH OF THE MINNESOTA-IDAHO BORDER (120TH STREET) TO INTERESTATE 90 NORTH OF WORTHINGTON, MINNESOTA, 14.3 MILES, NOBLES COUNTY, MINNESOTA AND OSCEOLA COUNTY, IDAHO. AN - 36368997; 11295-040556_0008 AB - PURPOSE: The reconstruction of Trunk Highway (TH) 60, from approximately 1.8 miles south of the Minnesota-Idaho border (120th Street) to Interstate 90 north of Worthington, Minnesota, 14.3 miles, Nobles County, Minnesota and Osceola County, Idaho is proposed. Because the highway project would cross the Minnesota-Iowa state line, the Minnesota and Iowa Departments of Transportation (DOTs) have developed an agreement addressing the responsibilities for completing the EIS process. The Iowa DOT anticipates the reconstruction of TH 60 as a four-lane roadway from LeMars to 120th Street in 2007. TH 60 is a principal east-west roadway within the National Highway System that serves as a diagonal route between LeMars, Idaho and Mankato through northwestern Idaho and southwestern Minnesota. Near Mankato, TH 60 connects with TH 169 and serves as a main route to the Twin Cities metropolitan area. Locally and regionally, TH 60 connects residents to jobs, retail centers, and recreational destinations. The facility would be reconstructed at a four-lane highway from LeMars to 120th Street in the year 2006. The location and timing of the remaining portion of TH 60 is dependent on the decision to bypass Bigelow or remain on the existing alignment through that city. The draft EIS of August 2002 considered six build alternatives and a No-Build Alternative. All build alternatives would provide a four-lane highway for the most part or throughout the entire alignment. Certain alternatives would provide for a two-lane westerly bypass of Worthington. All build alternatives, excepting two, would provide for a four-lane easterly bypass of Bigelow. The alternative identified as preferred in this final EIS would include the Bigelow bypass, though the Worthington bypass would not be constructed. Cost of the preferred alternative is estimated at $59.1 million. POSITIVE IMPACTS: The project would improve safety and efficiency of travel and the movement of goods on TH 60, maintaining system continuity, addressing physical problems with the existing facility, correcting design deficiencies, allowing for proper passage of truck and farm traffic, and increasing facility capacity. NEGATIVE IMPACTS: Rights-of-way requirements for the build alternatives would result in the displacement of 278 acres of farmland, 51 homes, and three commercial properties. Five farm homes would be displaced, eight farms severed, 14 farms triangulated, affecting 39.4 acres of prime farmland, three farms isolated, and six farm-related structures relocated. Snowmobiles would be required to cross four lanes rather than two lanes at a trail crossing 0.5 mile north of County Road 10. A railroad bridge in Worthington would have to be reconstructed. Daytime and/or nighttime noise levels generated by traffic along the facility would exceed federal standards at numerous sensitive receptor sites. The highway and its structures would mar visual aesthetics in Worthington and Bigelow. The extent to which hazardous waste sites would be encountered during construction activities have yet to be determined. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0349D, Volume 26, Number 4. JF - EPA number: 040556, Draft EIS--137 pages and maps, Final EIS--141 pages and maps, August 14, 2002 PY - 2002 VL - 8 KW - Roads and Railroads KW - Agency number: FHWA-MN-EIS-02-04-F KW - Bridges KW - Cultural Resources Surveys KW - Farmlands KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Railroad Structures KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Trails KW - Transportation KW - Visual Resources KW - Idaho KW - Minnesota KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36368997?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-08-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TRUNK+HIGHWAY+60%2C+FROM+APPROXIMATELY+1.8+MILES+SOUTH+OF+THE+MINNESOTA-IDAHO+BORDER+%28120TH+STREET%29+TO+INTERESTATE+90+NORTH+OF+WORTHINGTON%2C+MINNESOTA%2C+14.3+MILES%2C+NOBLES+COUNTY%2C+MINNESOTA+AND+OSCEOLA+COUNTY%2C+IDAHO.&rft.title=TRUNK+HIGHWAY+60%2C+FROM+APPROXIMATELY+1.8+MILES+SOUTH+OF+THE+MINNESOTA-IDAHO+BORDER+%28120TH+STREET%29+TO+INTERESTATE+90+NORTH+OF+WORTHINGTON%2C+MINNESOTA%2C+14.3+MILES%2C+NOBLES+COUNTY%2C+MINNESOTA+AND+OSCEOLA+COUNTY%2C+IDAHO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: August 14, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TRUNK HIGHWAY 60, FROM APPROXIMATELY 1.8 MILES SOUTH OF THE MINNESOTA-IDAHO BORDER (120TH STREET) TO INTERESTATE 90 NORTH OF WORTHINGTON, MINNESOTA, 14.3 MILES, NOBLES COUNTY, MINNESOTA AND OSCEOLA COUNTY, IDAHO. [Part 2 of 29] T2 - TRUNK HIGHWAY 60, FROM APPROXIMATELY 1.8 MILES SOUTH OF THE MINNESOTA-IDAHO BORDER (120TH STREET) TO INTERESTATE 90 NORTH OF WORTHINGTON, MINNESOTA, 14.3 MILES, NOBLES COUNTY, MINNESOTA AND OSCEOLA COUNTY, IDAHO. AN - 36368983; 11295-040556_0002 AB - PURPOSE: The reconstruction of Trunk Highway (TH) 60, from approximately 1.8 miles south of the Minnesota-Idaho border (120th Street) to Interstate 90 north of Worthington, Minnesota, 14.3 miles, Nobles County, Minnesota and Osceola County, Idaho is proposed. Because the highway project would cross the Minnesota-Iowa state line, the Minnesota and Iowa Departments of Transportation (DOTs) have developed an agreement addressing the responsibilities for completing the EIS process. The Iowa DOT anticipates the reconstruction of TH 60 as a four-lane roadway from LeMars to 120th Street in 2007. TH 60 is a principal east-west roadway within the National Highway System that serves as a diagonal route between LeMars, Idaho and Mankato through northwestern Idaho and southwestern Minnesota. Near Mankato, TH 60 connects with TH 169 and serves as a main route to the Twin Cities metropolitan area. Locally and regionally, TH 60 connects residents to jobs, retail centers, and recreational destinations. The facility would be reconstructed at a four-lane highway from LeMars to 120th Street in the year 2006. The location and timing of the remaining portion of TH 60 is dependent on the decision to bypass Bigelow or remain on the existing alignment through that city. The draft EIS of August 2002 considered six build alternatives and a No-Build Alternative. All build alternatives would provide a four-lane highway for the most part or throughout the entire alignment. Certain alternatives would provide for a two-lane westerly bypass of Worthington. All build alternatives, excepting two, would provide for a four-lane easterly bypass of Bigelow. The alternative identified as preferred in this final EIS would include the Bigelow bypass, though the Worthington bypass would not be constructed. Cost of the preferred alternative is estimated at $59.1 million. POSITIVE IMPACTS: The project would improve safety and efficiency of travel and the movement of goods on TH 60, maintaining system continuity, addressing physical problems with the existing facility, correcting design deficiencies, allowing for proper passage of truck and farm traffic, and increasing facility capacity. NEGATIVE IMPACTS: Rights-of-way requirements for the build alternatives would result in the displacement of 278 acres of farmland, 51 homes, and three commercial properties. Five farm homes would be displaced, eight farms severed, 14 farms triangulated, affecting 39.4 acres of prime farmland, three farms isolated, and six farm-related structures relocated. Snowmobiles would be required to cross four lanes rather than two lanes at a trail crossing 0.5 mile north of County Road 10. A railroad bridge in Worthington would have to be reconstructed. Daytime and/or nighttime noise levels generated by traffic along the facility would exceed federal standards at numerous sensitive receptor sites. The highway and its structures would mar visual aesthetics in Worthington and Bigelow. The extent to which hazardous waste sites would be encountered during construction activities have yet to be determined. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0349D, Volume 26, Number 4. JF - EPA number: 040556, Draft EIS--137 pages and maps, Final EIS--141 pages and maps, August 14, 2002 PY - 2002 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-MN-EIS-02-04-F KW - Bridges KW - Cultural Resources Surveys KW - Farmlands KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Railroad Structures KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Trails KW - Transportation KW - Visual Resources KW - Idaho KW - Minnesota KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36368983?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-08-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TRUNK+HIGHWAY+60%2C+FROM+APPROXIMATELY+1.8+MILES+SOUTH+OF+THE+MINNESOTA-IDAHO+BORDER+%28120TH+STREET%29+TO+INTERESTATE+90+NORTH+OF+WORTHINGTON%2C+MINNESOTA%2C+14.3+MILES%2C+NOBLES+COUNTY%2C+MINNESOTA+AND+OSCEOLA+COUNTY%2C+IDAHO.&rft.title=TRUNK+HIGHWAY+60%2C+FROM+APPROXIMATELY+1.8+MILES+SOUTH+OF+THE+MINNESOTA-IDAHO+BORDER+%28120TH+STREET%29+TO+INTERESTATE+90+NORTH+OF+WORTHINGTON%2C+MINNESOTA%2C+14.3+MILES%2C+NOBLES+COUNTY%2C+MINNESOTA+AND+OSCEOLA+COUNTY%2C+IDAHO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: August 14, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TRUNK HIGHWAY 60, FROM APPROXIMATELY 1.8 MILES SOUTH OF THE MINNESOTA-IDAHO BORDER (120TH STREET) TO INTERESTATE 90 NORTH OF WORTHINGTON, MINNESOTA, 14.3 MILES, NOBLES COUNTY, MINNESOTA AND OSCEOLA COUNTY, IDAHO. [Part 17 of 29] T2 - TRUNK HIGHWAY 60, FROM APPROXIMATELY 1.8 MILES SOUTH OF THE MINNESOTA-IDAHO BORDER (120TH STREET) TO INTERESTATE 90 NORTH OF WORTHINGTON, MINNESOTA, 14.3 MILES, NOBLES COUNTY, MINNESOTA AND OSCEOLA COUNTY, IDAHO. AN - 36368958; 11295-040556_0017 AB - PURPOSE: The reconstruction of Trunk Highway (TH) 60, from approximately 1.8 miles south of the Minnesota-Idaho border (120th Street) to Interstate 90 north of Worthington, Minnesota, 14.3 miles, Nobles County, Minnesota and Osceola County, Idaho is proposed. Because the highway project would cross the Minnesota-Iowa state line, the Minnesota and Iowa Departments of Transportation (DOTs) have developed an agreement addressing the responsibilities for completing the EIS process. The Iowa DOT anticipates the reconstruction of TH 60 as a four-lane roadway from LeMars to 120th Street in 2007. TH 60 is a principal east-west roadway within the National Highway System that serves as a diagonal route between LeMars, Idaho and Mankato through northwestern Idaho and southwestern Minnesota. Near Mankato, TH 60 connects with TH 169 and serves as a main route to the Twin Cities metropolitan area. Locally and regionally, TH 60 connects residents to jobs, retail centers, and recreational destinations. The facility would be reconstructed at a four-lane highway from LeMars to 120th Street in the year 2006. The location and timing of the remaining portion of TH 60 is dependent on the decision to bypass Bigelow or remain on the existing alignment through that city. The draft EIS of August 2002 considered six build alternatives and a No-Build Alternative. All build alternatives would provide a four-lane highway for the most part or throughout the entire alignment. Certain alternatives would provide for a two-lane westerly bypass of Worthington. All build alternatives, excepting two, would provide for a four-lane easterly bypass of Bigelow. The alternative identified as preferred in this final EIS would include the Bigelow bypass, though the Worthington bypass would not be constructed. Cost of the preferred alternative is estimated at $59.1 million. POSITIVE IMPACTS: The project would improve safety and efficiency of travel and the movement of goods on TH 60, maintaining system continuity, addressing physical problems with the existing facility, correcting design deficiencies, allowing for proper passage of truck and farm traffic, and increasing facility capacity. NEGATIVE IMPACTS: Rights-of-way requirements for the build alternatives would result in the displacement of 278 acres of farmland, 51 homes, and three commercial properties. Five farm homes would be displaced, eight farms severed, 14 farms triangulated, affecting 39.4 acres of prime farmland, three farms isolated, and six farm-related structures relocated. Snowmobiles would be required to cross four lanes rather than two lanes at a trail crossing 0.5 mile north of County Road 10. A railroad bridge in Worthington would have to be reconstructed. Daytime and/or nighttime noise levels generated by traffic along the facility would exceed federal standards at numerous sensitive receptor sites. The highway and its structures would mar visual aesthetics in Worthington and Bigelow. The extent to which hazardous waste sites would be encountered during construction activities have yet to be determined. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0349D, Volume 26, Number 4. JF - EPA number: 040556, Draft EIS--137 pages and maps, Final EIS--141 pages and maps, August 14, 2002 PY - 2002 VL - 17 KW - Roads and Railroads KW - Agency number: FHWA-MN-EIS-02-04-F KW - Bridges KW - Cultural Resources Surveys KW - Farmlands KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Railroad Structures KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Trails KW - Transportation KW - Visual Resources KW - Idaho KW - Minnesota KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36368958?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-08-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TRUNK+HIGHWAY+60%2C+FROM+APPROXIMATELY+1.8+MILES+SOUTH+OF+THE+MINNESOTA-IDAHO+BORDER+%28120TH+STREET%29+TO+INTERESTATE+90+NORTH+OF+WORTHINGTON%2C+MINNESOTA%2C+14.3+MILES%2C+NOBLES+COUNTY%2C+MINNESOTA+AND+OSCEOLA+COUNTY%2C+IDAHO.&rft.title=TRUNK+HIGHWAY+60%2C+FROM+APPROXIMATELY+1.8+MILES+SOUTH+OF+THE+MINNESOTA-IDAHO+BORDER+%28120TH+STREET%29+TO+INTERESTATE+90+NORTH+OF+WORTHINGTON%2C+MINNESOTA%2C+14.3+MILES%2C+NOBLES+COUNTY%2C+MINNESOTA+AND+OSCEOLA+COUNTY%2C+IDAHO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: August 14, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TRUNK HIGHWAY 60, FROM APPROXIMATELY 1.8 MILES SOUTH OF THE MINNESOTA-IDAHO BORDER (120TH STREET) TO INTERESTATE 90 NORTH OF WORTHINGTON, MINNESOTA, 14.3 MILES, NOBLES COUNTY, MINNESOTA AND OSCEOLA COUNTY, IDAHO. [Part 5 of 29] T2 - TRUNK HIGHWAY 60, FROM APPROXIMATELY 1.8 MILES SOUTH OF THE MINNESOTA-IDAHO BORDER (120TH STREET) TO INTERESTATE 90 NORTH OF WORTHINGTON, MINNESOTA, 14.3 MILES, NOBLES COUNTY, MINNESOTA AND OSCEOLA COUNTY, IDAHO. AN - 36368936; 11295-040556_0005 AB - PURPOSE: The reconstruction of Trunk Highway (TH) 60, from approximately 1.8 miles south of the Minnesota-Idaho border (120th Street) to Interstate 90 north of Worthington, Minnesota, 14.3 miles, Nobles County, Minnesota and Osceola County, Idaho is proposed. Because the highway project would cross the Minnesota-Iowa state line, the Minnesota and Iowa Departments of Transportation (DOTs) have developed an agreement addressing the responsibilities for completing the EIS process. The Iowa DOT anticipates the reconstruction of TH 60 as a four-lane roadway from LeMars to 120th Street in 2007. TH 60 is a principal east-west roadway within the National Highway System that serves as a diagonal route between LeMars, Idaho and Mankato through northwestern Idaho and southwestern Minnesota. Near Mankato, TH 60 connects with TH 169 and serves as a main route to the Twin Cities metropolitan area. Locally and regionally, TH 60 connects residents to jobs, retail centers, and recreational destinations. The facility would be reconstructed at a four-lane highway from LeMars to 120th Street in the year 2006. The location and timing of the remaining portion of TH 60 is dependent on the decision to bypass Bigelow or remain on the existing alignment through that city. The draft EIS of August 2002 considered six build alternatives and a No-Build Alternative. All build alternatives would provide a four-lane highway for the most part or throughout the entire alignment. Certain alternatives would provide for a two-lane westerly bypass of Worthington. All build alternatives, excepting two, would provide for a four-lane easterly bypass of Bigelow. The alternative identified as preferred in this final EIS would include the Bigelow bypass, though the Worthington bypass would not be constructed. Cost of the preferred alternative is estimated at $59.1 million. POSITIVE IMPACTS: The project would improve safety and efficiency of travel and the movement of goods on TH 60, maintaining system continuity, addressing physical problems with the existing facility, correcting design deficiencies, allowing for proper passage of truck and farm traffic, and increasing facility capacity. NEGATIVE IMPACTS: Rights-of-way requirements for the build alternatives would result in the displacement of 278 acres of farmland, 51 homes, and three commercial properties. Five farm homes would be displaced, eight farms severed, 14 farms triangulated, affecting 39.4 acres of prime farmland, three farms isolated, and six farm-related structures relocated. Snowmobiles would be required to cross four lanes rather than two lanes at a trail crossing 0.5 mile north of County Road 10. A railroad bridge in Worthington would have to be reconstructed. Daytime and/or nighttime noise levels generated by traffic along the facility would exceed federal standards at numerous sensitive receptor sites. The highway and its structures would mar visual aesthetics in Worthington and Bigelow. The extent to which hazardous waste sites would be encountered during construction activities have yet to be determined. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0349D, Volume 26, Number 4. JF - EPA number: 040556, Draft EIS--137 pages and maps, Final EIS--141 pages and maps, August 14, 2002 PY - 2002 VL - 5 KW - Roads and Railroads KW - Agency number: FHWA-MN-EIS-02-04-F KW - Bridges KW - Cultural Resources Surveys KW - Farmlands KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Railroad Structures KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Trails KW - Transportation KW - Visual Resources KW - Idaho KW - Minnesota KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36368936?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-08-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TRUNK+HIGHWAY+60%2C+FROM+APPROXIMATELY+1.8+MILES+SOUTH+OF+THE+MINNESOTA-IDAHO+BORDER+%28120TH+STREET%29+TO+INTERESTATE+90+NORTH+OF+WORTHINGTON%2C+MINNESOTA%2C+14.3+MILES%2C+NOBLES+COUNTY%2C+MINNESOTA+AND+OSCEOLA+COUNTY%2C+IDAHO.&rft.title=TRUNK+HIGHWAY+60%2C+FROM+APPROXIMATELY+1.8+MILES+SOUTH+OF+THE+MINNESOTA-IDAHO+BORDER+%28120TH+STREET%29+TO+INTERESTATE+90+NORTH+OF+WORTHINGTON%2C+MINNESOTA%2C+14.3+MILES%2C+NOBLES+COUNTY%2C+MINNESOTA+AND+OSCEOLA+COUNTY%2C+IDAHO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: August 14, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TRUNK HIGHWAY 60, FROM APPROXIMATELY 1.8 MILES SOUTH OF THE MINNESOTA-IDAHO BORDER (120TH STREET) TO INTERESTATE 90 NORTH OF WORTHINGTON, MINNESOTA, 14.3 MILES, NOBLES COUNTY, MINNESOTA AND OSCEOLA COUNTY, IDAHO. [Part 11 of 29] T2 - TRUNK HIGHWAY 60, FROM APPROXIMATELY 1.8 MILES SOUTH OF THE MINNESOTA-IDAHO BORDER (120TH STREET) TO INTERESTATE 90 NORTH OF WORTHINGTON, MINNESOTA, 14.3 MILES, NOBLES COUNTY, MINNESOTA AND OSCEOLA COUNTY, IDAHO. AN - 36368899; 11295-040556_0011 AB - PURPOSE: The reconstruction of Trunk Highway (TH) 60, from approximately 1.8 miles south of the Minnesota-Idaho border (120th Street) to Interstate 90 north of Worthington, Minnesota, 14.3 miles, Nobles County, Minnesota and Osceola County, Idaho is proposed. Because the highway project would cross the Minnesota-Iowa state line, the Minnesota and Iowa Departments of Transportation (DOTs) have developed an agreement addressing the responsibilities for completing the EIS process. The Iowa DOT anticipates the reconstruction of TH 60 as a four-lane roadway from LeMars to 120th Street in 2007. TH 60 is a principal east-west roadway within the National Highway System that serves as a diagonal route between LeMars, Idaho and Mankato through northwestern Idaho and southwestern Minnesota. Near Mankato, TH 60 connects with TH 169 and serves as a main route to the Twin Cities metropolitan area. Locally and regionally, TH 60 connects residents to jobs, retail centers, and recreational destinations. The facility would be reconstructed at a four-lane highway from LeMars to 120th Street in the year 2006. The location and timing of the remaining portion of TH 60 is dependent on the decision to bypass Bigelow or remain on the existing alignment through that city. The draft EIS of August 2002 considered six build alternatives and a No-Build Alternative. All build alternatives would provide a four-lane highway for the most part or throughout the entire alignment. Certain alternatives would provide for a two-lane westerly bypass of Worthington. All build alternatives, excepting two, would provide for a four-lane easterly bypass of Bigelow. The alternative identified as preferred in this final EIS would include the Bigelow bypass, though the Worthington bypass would not be constructed. Cost of the preferred alternative is estimated at $59.1 million. POSITIVE IMPACTS: The project would improve safety and efficiency of travel and the movement of goods on TH 60, maintaining system continuity, addressing physical problems with the existing facility, correcting design deficiencies, allowing for proper passage of truck and farm traffic, and increasing facility capacity. NEGATIVE IMPACTS: Rights-of-way requirements for the build alternatives would result in the displacement of 278 acres of farmland, 51 homes, and three commercial properties. Five farm homes would be displaced, eight farms severed, 14 farms triangulated, affecting 39.4 acres of prime farmland, three farms isolated, and six farm-related structures relocated. Snowmobiles would be required to cross four lanes rather than two lanes at a trail crossing 0.5 mile north of County Road 10. A railroad bridge in Worthington would have to be reconstructed. Daytime and/or nighttime noise levels generated by traffic along the facility would exceed federal standards at numerous sensitive receptor sites. The highway and its structures would mar visual aesthetics in Worthington and Bigelow. The extent to which hazardous waste sites would be encountered during construction activities have yet to be determined. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0349D, Volume 26, Number 4. JF - EPA number: 040556, Draft EIS--137 pages and maps, Final EIS--141 pages and maps, August 14, 2002 PY - 2002 VL - 11 KW - Roads and Railroads KW - Agency number: FHWA-MN-EIS-02-04-F KW - Bridges KW - Cultural Resources Surveys KW - Farmlands KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Railroad Structures KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Trails KW - Transportation KW - Visual Resources KW - Idaho KW - Minnesota KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36368899?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-08-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TRUNK+HIGHWAY+60%2C+FROM+APPROXIMATELY+1.8+MILES+SOUTH+OF+THE+MINNESOTA-IDAHO+BORDER+%28120TH+STREET%29+TO+INTERESTATE+90+NORTH+OF+WORTHINGTON%2C+MINNESOTA%2C+14.3+MILES%2C+NOBLES+COUNTY%2C+MINNESOTA+AND+OSCEOLA+COUNTY%2C+IDAHO.&rft.title=TRUNK+HIGHWAY+60%2C+FROM+APPROXIMATELY+1.8+MILES+SOUTH+OF+THE+MINNESOTA-IDAHO+BORDER+%28120TH+STREET%29+TO+INTERESTATE+90+NORTH+OF+WORTHINGTON%2C+MINNESOTA%2C+14.3+MILES%2C+NOBLES+COUNTY%2C+MINNESOTA+AND+OSCEOLA+COUNTY%2C+IDAHO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: August 14, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TRUNK HIGHWAY 60, FROM APPROXIMATELY 1.8 MILES SOUTH OF THE MINNESOTA-IDAHO BORDER (120TH STREET) TO INTERESTATE 90 NORTH OF WORTHINGTON, MINNESOTA, 14.3 MILES, NOBLES COUNTY, MINNESOTA AND OSCEOLA COUNTY, IDAHO. [Part 15 of 29] T2 - TRUNK HIGHWAY 60, FROM APPROXIMATELY 1.8 MILES SOUTH OF THE MINNESOTA-IDAHO BORDER (120TH STREET) TO INTERESTATE 90 NORTH OF WORTHINGTON, MINNESOTA, 14.3 MILES, NOBLES COUNTY, MINNESOTA AND OSCEOLA COUNTY, IDAHO. AN - 36368880; 11295-040556_0015 AB - PURPOSE: The reconstruction of Trunk Highway (TH) 60, from approximately 1.8 miles south of the Minnesota-Idaho border (120th Street) to Interstate 90 north of Worthington, Minnesota, 14.3 miles, Nobles County, Minnesota and Osceola County, Idaho is proposed. Because the highway project would cross the Minnesota-Iowa state line, the Minnesota and Iowa Departments of Transportation (DOTs) have developed an agreement addressing the responsibilities for completing the EIS process. The Iowa DOT anticipates the reconstruction of TH 60 as a four-lane roadway from LeMars to 120th Street in 2007. TH 60 is a principal east-west roadway within the National Highway System that serves as a diagonal route between LeMars, Idaho and Mankato through northwestern Idaho and southwestern Minnesota. Near Mankato, TH 60 connects with TH 169 and serves as a main route to the Twin Cities metropolitan area. Locally and regionally, TH 60 connects residents to jobs, retail centers, and recreational destinations. The facility would be reconstructed at a four-lane highway from LeMars to 120th Street in the year 2006. The location and timing of the remaining portion of TH 60 is dependent on the decision to bypass Bigelow or remain on the existing alignment through that city. The draft EIS of August 2002 considered six build alternatives and a No-Build Alternative. All build alternatives would provide a four-lane highway for the most part or throughout the entire alignment. Certain alternatives would provide for a two-lane westerly bypass of Worthington. All build alternatives, excepting two, would provide for a four-lane easterly bypass of Bigelow. The alternative identified as preferred in this final EIS would include the Bigelow bypass, though the Worthington bypass would not be constructed. Cost of the preferred alternative is estimated at $59.1 million. POSITIVE IMPACTS: The project would improve safety and efficiency of travel and the movement of goods on TH 60, maintaining system continuity, addressing physical problems with the existing facility, correcting design deficiencies, allowing for proper passage of truck and farm traffic, and increasing facility capacity. NEGATIVE IMPACTS: Rights-of-way requirements for the build alternatives would result in the displacement of 278 acres of farmland, 51 homes, and three commercial properties. Five farm homes would be displaced, eight farms severed, 14 farms triangulated, affecting 39.4 acres of prime farmland, three farms isolated, and six farm-related structures relocated. Snowmobiles would be required to cross four lanes rather than two lanes at a trail crossing 0.5 mile north of County Road 10. A railroad bridge in Worthington would have to be reconstructed. Daytime and/or nighttime noise levels generated by traffic along the facility would exceed federal standards at numerous sensitive receptor sites. The highway and its structures would mar visual aesthetics in Worthington and Bigelow. The extent to which hazardous waste sites would be encountered during construction activities have yet to be determined. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0349D, Volume 26, Number 4. JF - EPA number: 040556, Draft EIS--137 pages and maps, Final EIS--141 pages and maps, August 14, 2002 PY - 2002 VL - 15 KW - Roads and Railroads KW - Agency number: FHWA-MN-EIS-02-04-F KW - Bridges KW - Cultural Resources Surveys KW - Farmlands KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Railroad Structures KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Trails KW - Transportation KW - Visual Resources KW - Idaho KW - Minnesota KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36368880?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-08-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TRUNK+HIGHWAY+60%2C+FROM+APPROXIMATELY+1.8+MILES+SOUTH+OF+THE+MINNESOTA-IDAHO+BORDER+%28120TH+STREET%29+TO+INTERESTATE+90+NORTH+OF+WORTHINGTON%2C+MINNESOTA%2C+14.3+MILES%2C+NOBLES+COUNTY%2C+MINNESOTA+AND+OSCEOLA+COUNTY%2C+IDAHO.&rft.title=TRUNK+HIGHWAY+60%2C+FROM+APPROXIMATELY+1.8+MILES+SOUTH+OF+THE+MINNESOTA-IDAHO+BORDER+%28120TH+STREET%29+TO+INTERESTATE+90+NORTH+OF+WORTHINGTON%2C+MINNESOTA%2C+14.3+MILES%2C+NOBLES+COUNTY%2C+MINNESOTA+AND+OSCEOLA+COUNTY%2C+IDAHO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: August 14, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TRUNK HIGHWAY 60, FROM APPROXIMATELY 1.8 MILES SOUTH OF THE MINNESOTA-IDAHO BORDER (120TH STREET) TO INTERESTATE 90 NORTH OF WORTHINGTON, MINNESOTA, 14.3 MILES, NOBLES COUNTY, MINNESOTA AND OSCEOLA COUNTY, IDAHO. [Part 3 of 29] T2 - TRUNK HIGHWAY 60, FROM APPROXIMATELY 1.8 MILES SOUTH OF THE MINNESOTA-IDAHO BORDER (120TH STREET) TO INTERESTATE 90 NORTH OF WORTHINGTON, MINNESOTA, 14.3 MILES, NOBLES COUNTY, MINNESOTA AND OSCEOLA COUNTY, IDAHO. AN - 36368867; 11295-040556_0003 AB - PURPOSE: The reconstruction of Trunk Highway (TH) 60, from approximately 1.8 miles south of the Minnesota-Idaho border (120th Street) to Interstate 90 north of Worthington, Minnesota, 14.3 miles, Nobles County, Minnesota and Osceola County, Idaho is proposed. Because the highway project would cross the Minnesota-Iowa state line, the Minnesota and Iowa Departments of Transportation (DOTs) have developed an agreement addressing the responsibilities for completing the EIS process. The Iowa DOT anticipates the reconstruction of TH 60 as a four-lane roadway from LeMars to 120th Street in 2007. TH 60 is a principal east-west roadway within the National Highway System that serves as a diagonal route between LeMars, Idaho and Mankato through northwestern Idaho and southwestern Minnesota. Near Mankato, TH 60 connects with TH 169 and serves as a main route to the Twin Cities metropolitan area. Locally and regionally, TH 60 connects residents to jobs, retail centers, and recreational destinations. The facility would be reconstructed at a four-lane highway from LeMars to 120th Street in the year 2006. The location and timing of the remaining portion of TH 60 is dependent on the decision to bypass Bigelow or remain on the existing alignment through that city. The draft EIS of August 2002 considered six build alternatives and a No-Build Alternative. All build alternatives would provide a four-lane highway for the most part or throughout the entire alignment. Certain alternatives would provide for a two-lane westerly bypass of Worthington. All build alternatives, excepting two, would provide for a four-lane easterly bypass of Bigelow. The alternative identified as preferred in this final EIS would include the Bigelow bypass, though the Worthington bypass would not be constructed. Cost of the preferred alternative is estimated at $59.1 million. POSITIVE IMPACTS: The project would improve safety and efficiency of travel and the movement of goods on TH 60, maintaining system continuity, addressing physical problems with the existing facility, correcting design deficiencies, allowing for proper passage of truck and farm traffic, and increasing facility capacity. NEGATIVE IMPACTS: Rights-of-way requirements for the build alternatives would result in the displacement of 278 acres of farmland, 51 homes, and three commercial properties. Five farm homes would be displaced, eight farms severed, 14 farms triangulated, affecting 39.4 acres of prime farmland, three farms isolated, and six farm-related structures relocated. Snowmobiles would be required to cross four lanes rather than two lanes at a trail crossing 0.5 mile north of County Road 10. A railroad bridge in Worthington would have to be reconstructed. Daytime and/or nighttime noise levels generated by traffic along the facility would exceed federal standards at numerous sensitive receptor sites. The highway and its structures would mar visual aesthetics in Worthington and Bigelow. The extent to which hazardous waste sites would be encountered during construction activities have yet to be determined. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0349D, Volume 26, Number 4. JF - EPA number: 040556, Draft EIS--137 pages and maps, Final EIS--141 pages and maps, August 14, 2002 PY - 2002 VL - 3 KW - Roads and Railroads KW - Agency number: FHWA-MN-EIS-02-04-F KW - Bridges KW - Cultural Resources Surveys KW - Farmlands KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Railroad Structures KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Trails KW - Transportation KW - Visual Resources KW - Idaho KW - Minnesota KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36368867?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-08-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TRUNK+HIGHWAY+60%2C+FROM+APPROXIMATELY+1.8+MILES+SOUTH+OF+THE+MINNESOTA-IDAHO+BORDER+%28120TH+STREET%29+TO+INTERESTATE+90+NORTH+OF+WORTHINGTON%2C+MINNESOTA%2C+14.3+MILES%2C+NOBLES+COUNTY%2C+MINNESOTA+AND+OSCEOLA+COUNTY%2C+IDAHO.&rft.title=TRUNK+HIGHWAY+60%2C+FROM+APPROXIMATELY+1.8+MILES+SOUTH+OF+THE+MINNESOTA-IDAHO+BORDER+%28120TH+STREET%29+TO+INTERESTATE+90+NORTH+OF+WORTHINGTON%2C+MINNESOTA%2C+14.3+MILES%2C+NOBLES+COUNTY%2C+MINNESOTA+AND+OSCEOLA+COUNTY%2C+IDAHO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: August 14, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TRUNK HIGHWAY 60, FROM APPROXIMATELY 1.8 MILES SOUTH OF THE MINNESOTA-IDAHO BORDER (120TH STREET) TO INTERESTATE 90 NORTH OF WORTHINGTON, MINNESOTA, 14.3 MILES, NOBLES COUNTY, MINNESOTA AND OSCEOLA COUNTY, IDAHO. [Part 18 of 29] T2 - TRUNK HIGHWAY 60, FROM APPROXIMATELY 1.8 MILES SOUTH OF THE MINNESOTA-IDAHO BORDER (120TH STREET) TO INTERESTATE 90 NORTH OF WORTHINGTON, MINNESOTA, 14.3 MILES, NOBLES COUNTY, MINNESOTA AND OSCEOLA COUNTY, IDAHO. AN - 36368795; 11295-040556_0018 AB - PURPOSE: The reconstruction of Trunk Highway (TH) 60, from approximately 1.8 miles south of the Minnesota-Idaho border (120th Street) to Interstate 90 north of Worthington, Minnesota, 14.3 miles, Nobles County, Minnesota and Osceola County, Idaho is proposed. Because the highway project would cross the Minnesota-Iowa state line, the Minnesota and Iowa Departments of Transportation (DOTs) have developed an agreement addressing the responsibilities for completing the EIS process. The Iowa DOT anticipates the reconstruction of TH 60 as a four-lane roadway from LeMars to 120th Street in 2007. TH 60 is a principal east-west roadway within the National Highway System that serves as a diagonal route between LeMars, Idaho and Mankato through northwestern Idaho and southwestern Minnesota. Near Mankato, TH 60 connects with TH 169 and serves as a main route to the Twin Cities metropolitan area. Locally and regionally, TH 60 connects residents to jobs, retail centers, and recreational destinations. The facility would be reconstructed at a four-lane highway from LeMars to 120th Street in the year 2006. The location and timing of the remaining portion of TH 60 is dependent on the decision to bypass Bigelow or remain on the existing alignment through that city. The draft EIS of August 2002 considered six build alternatives and a No-Build Alternative. All build alternatives would provide a four-lane highway for the most part or throughout the entire alignment. Certain alternatives would provide for a two-lane westerly bypass of Worthington. All build alternatives, excepting two, would provide for a four-lane easterly bypass of Bigelow. The alternative identified as preferred in this final EIS would include the Bigelow bypass, though the Worthington bypass would not be constructed. Cost of the preferred alternative is estimated at $59.1 million. POSITIVE IMPACTS: The project would improve safety and efficiency of travel and the movement of goods on TH 60, maintaining system continuity, addressing physical problems with the existing facility, correcting design deficiencies, allowing for proper passage of truck and farm traffic, and increasing facility capacity. NEGATIVE IMPACTS: Rights-of-way requirements for the build alternatives would result in the displacement of 278 acres of farmland, 51 homes, and three commercial properties. Five farm homes would be displaced, eight farms severed, 14 farms triangulated, affecting 39.4 acres of prime farmland, three farms isolated, and six farm-related structures relocated. Snowmobiles would be required to cross four lanes rather than two lanes at a trail crossing 0.5 mile north of County Road 10. A railroad bridge in Worthington would have to be reconstructed. Daytime and/or nighttime noise levels generated by traffic along the facility would exceed federal standards at numerous sensitive receptor sites. The highway and its structures would mar visual aesthetics in Worthington and Bigelow. The extent to which hazardous waste sites would be encountered during construction activities have yet to be determined. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0349D, Volume 26, Number 4. JF - EPA number: 040556, Draft EIS--137 pages and maps, Final EIS--141 pages and maps, August 14, 2002 PY - 2002 VL - 18 KW - Roads and Railroads KW - Agency number: FHWA-MN-EIS-02-04-F KW - Bridges KW - Cultural Resources Surveys KW - Farmlands KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Railroad Structures KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Trails KW - Transportation KW - Visual Resources KW - Idaho KW - Minnesota KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36368795?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-08-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TRUNK+HIGHWAY+60%2C+FROM+APPROXIMATELY+1.8+MILES+SOUTH+OF+THE+MINNESOTA-IDAHO+BORDER+%28120TH+STREET%29+TO+INTERESTATE+90+NORTH+OF+WORTHINGTON%2C+MINNESOTA%2C+14.3+MILES%2C+NOBLES+COUNTY%2C+MINNESOTA+AND+OSCEOLA+COUNTY%2C+IDAHO.&rft.title=TRUNK+HIGHWAY+60%2C+FROM+APPROXIMATELY+1.8+MILES+SOUTH+OF+THE+MINNESOTA-IDAHO+BORDER+%28120TH+STREET%29+TO+INTERESTATE+90+NORTH+OF+WORTHINGTON%2C+MINNESOTA%2C+14.3+MILES%2C+NOBLES+COUNTY%2C+MINNESOTA+AND+OSCEOLA+COUNTY%2C+IDAHO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: August 14, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TRUNK HIGHWAY 60, FROM APPROXIMATELY 1.8 MILES SOUTH OF THE MINNESOTA-IDAHO BORDER (120TH STREET) TO INTERESTATE 90 NORTH OF WORTHINGTON, MINNESOTA, 14.3 MILES, NOBLES COUNTY, MINNESOTA AND OSCEOLA COUNTY, IDAHO. [Part 23 of 29] T2 - TRUNK HIGHWAY 60, FROM APPROXIMATELY 1.8 MILES SOUTH OF THE MINNESOTA-IDAHO BORDER (120TH STREET) TO INTERESTATE 90 NORTH OF WORTHINGTON, MINNESOTA, 14.3 MILES, NOBLES COUNTY, MINNESOTA AND OSCEOLA COUNTY, IDAHO. AN - 36368385; 11295-040556_0023 AB - PURPOSE: The reconstruction of Trunk Highway (TH) 60, from approximately 1.8 miles south of the Minnesota-Idaho border (120th Street) to Interstate 90 north of Worthington, Minnesota, 14.3 miles, Nobles County, Minnesota and Osceola County, Idaho is proposed. Because the highway project would cross the Minnesota-Iowa state line, the Minnesota and Iowa Departments of Transportation (DOTs) have developed an agreement addressing the responsibilities for completing the EIS process. The Iowa DOT anticipates the reconstruction of TH 60 as a four-lane roadway from LeMars to 120th Street in 2007. TH 60 is a principal east-west roadway within the National Highway System that serves as a diagonal route between LeMars, Idaho and Mankato through northwestern Idaho and southwestern Minnesota. Near Mankato, TH 60 connects with TH 169 and serves as a main route to the Twin Cities metropolitan area. Locally and regionally, TH 60 connects residents to jobs, retail centers, and recreational destinations. The facility would be reconstructed at a four-lane highway from LeMars to 120th Street in the year 2006. The location and timing of the remaining portion of TH 60 is dependent on the decision to bypass Bigelow or remain on the existing alignment through that city. The draft EIS of August 2002 considered six build alternatives and a No-Build Alternative. All build alternatives would provide a four-lane highway for the most part or throughout the entire alignment. Certain alternatives would provide for a two-lane westerly bypass of Worthington. All build alternatives, excepting two, would provide for a four-lane easterly bypass of Bigelow. The alternative identified as preferred in this final EIS would include the Bigelow bypass, though the Worthington bypass would not be constructed. Cost of the preferred alternative is estimated at $59.1 million. POSITIVE IMPACTS: The project would improve safety and efficiency of travel and the movement of goods on TH 60, maintaining system continuity, addressing physical problems with the existing facility, correcting design deficiencies, allowing for proper passage of truck and farm traffic, and increasing facility capacity. NEGATIVE IMPACTS: Rights-of-way requirements for the build alternatives would result in the displacement of 278 acres of farmland, 51 homes, and three commercial properties. Five farm homes would be displaced, eight farms severed, 14 farms triangulated, affecting 39.4 acres of prime farmland, three farms isolated, and six farm-related structures relocated. Snowmobiles would be required to cross four lanes rather than two lanes at a trail crossing 0.5 mile north of County Road 10. A railroad bridge in Worthington would have to be reconstructed. Daytime and/or nighttime noise levels generated by traffic along the facility would exceed federal standards at numerous sensitive receptor sites. The highway and its structures would mar visual aesthetics in Worthington and Bigelow. The extent to which hazardous waste sites would be encountered during construction activities have yet to be determined. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0349D, Volume 26, Number 4. JF - EPA number: 040556, Draft EIS--137 pages and maps, Final EIS--141 pages and maps, August 14, 2002 PY - 2002 VL - 23 KW - Roads and Railroads KW - Agency number: FHWA-MN-EIS-02-04-F KW - Bridges KW - Cultural Resources Surveys KW - Farmlands KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Railroad Structures KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Trails KW - Transportation KW - Visual Resources KW - Idaho KW - Minnesota KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36368385?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-08-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TRUNK+HIGHWAY+60%2C+FROM+APPROXIMATELY+1.8+MILES+SOUTH+OF+THE+MINNESOTA-IDAHO+BORDER+%28120TH+STREET%29+TO+INTERESTATE+90+NORTH+OF+WORTHINGTON%2C+MINNESOTA%2C+14.3+MILES%2C+NOBLES+COUNTY%2C+MINNESOTA+AND+OSCEOLA+COUNTY%2C+IDAHO.&rft.title=TRUNK+HIGHWAY+60%2C+FROM+APPROXIMATELY+1.8+MILES+SOUTH+OF+THE+MINNESOTA-IDAHO+BORDER+%28120TH+STREET%29+TO+INTERESTATE+90+NORTH+OF+WORTHINGTON%2C+MINNESOTA%2C+14.3+MILES%2C+NOBLES+COUNTY%2C+MINNESOTA+AND+OSCEOLA+COUNTY%2C+IDAHO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: August 14, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TRUNK HIGHWAY 60, FROM APPROXIMATELY 1.8 MILES SOUTH OF THE MINNESOTA-IDAHO BORDER (120TH STREET) TO INTERESTATE 90 NORTH OF WORTHINGTON, MINNESOTA, 14.3 MILES, NOBLES COUNTY, MINNESOTA AND OSCEOLA COUNTY, IDAHO. [Part 22 of 29] T2 - TRUNK HIGHWAY 60, FROM APPROXIMATELY 1.8 MILES SOUTH OF THE MINNESOTA-IDAHO BORDER (120TH STREET) TO INTERESTATE 90 NORTH OF WORTHINGTON, MINNESOTA, 14.3 MILES, NOBLES COUNTY, MINNESOTA AND OSCEOLA COUNTY, IDAHO. AN - 36368315; 11295-040556_0022 AB - PURPOSE: The reconstruction of Trunk Highway (TH) 60, from approximately 1.8 miles south of the Minnesota-Idaho border (120th Street) to Interstate 90 north of Worthington, Minnesota, 14.3 miles, Nobles County, Minnesota and Osceola County, Idaho is proposed. Because the highway project would cross the Minnesota-Iowa state line, the Minnesota and Iowa Departments of Transportation (DOTs) have developed an agreement addressing the responsibilities for completing the EIS process. The Iowa DOT anticipates the reconstruction of TH 60 as a four-lane roadway from LeMars to 120th Street in 2007. TH 60 is a principal east-west roadway within the National Highway System that serves as a diagonal route between LeMars, Idaho and Mankato through northwestern Idaho and southwestern Minnesota. Near Mankato, TH 60 connects with TH 169 and serves as a main route to the Twin Cities metropolitan area. Locally and regionally, TH 60 connects residents to jobs, retail centers, and recreational destinations. The facility would be reconstructed at a four-lane highway from LeMars to 120th Street in the year 2006. The location and timing of the remaining portion of TH 60 is dependent on the decision to bypass Bigelow or remain on the existing alignment through that city. The draft EIS of August 2002 considered six build alternatives and a No-Build Alternative. All build alternatives would provide a four-lane highway for the most part or throughout the entire alignment. Certain alternatives would provide for a two-lane westerly bypass of Worthington. All build alternatives, excepting two, would provide for a four-lane easterly bypass of Bigelow. The alternative identified as preferred in this final EIS would include the Bigelow bypass, though the Worthington bypass would not be constructed. Cost of the preferred alternative is estimated at $59.1 million. POSITIVE IMPACTS: The project would improve safety and efficiency of travel and the movement of goods on TH 60, maintaining system continuity, addressing physical problems with the existing facility, correcting design deficiencies, allowing for proper passage of truck and farm traffic, and increasing facility capacity. NEGATIVE IMPACTS: Rights-of-way requirements for the build alternatives would result in the displacement of 278 acres of farmland, 51 homes, and three commercial properties. Five farm homes would be displaced, eight farms severed, 14 farms triangulated, affecting 39.4 acres of prime farmland, three farms isolated, and six farm-related structures relocated. Snowmobiles would be required to cross four lanes rather than two lanes at a trail crossing 0.5 mile north of County Road 10. A railroad bridge in Worthington would have to be reconstructed. Daytime and/or nighttime noise levels generated by traffic along the facility would exceed federal standards at numerous sensitive receptor sites. The highway and its structures would mar visual aesthetics in Worthington and Bigelow. The extent to which hazardous waste sites would be encountered during construction activities have yet to be determined. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0349D, Volume 26, Number 4. JF - EPA number: 040556, Draft EIS--137 pages and maps, Final EIS--141 pages and maps, August 14, 2002 PY - 2002 VL - 22 KW - Roads and Railroads KW - Agency number: FHWA-MN-EIS-02-04-F KW - Bridges KW - Cultural Resources Surveys KW - Farmlands KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Railroad Structures KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Trails KW - Transportation KW - Visual Resources KW - Idaho KW - Minnesota KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36368315?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-08-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TRUNK+HIGHWAY+60%2C+FROM+APPROXIMATELY+1.8+MILES+SOUTH+OF+THE+MINNESOTA-IDAHO+BORDER+%28120TH+STREET%29+TO+INTERESTATE+90+NORTH+OF+WORTHINGTON%2C+MINNESOTA%2C+14.3+MILES%2C+NOBLES+COUNTY%2C+MINNESOTA+AND+OSCEOLA+COUNTY%2C+IDAHO.&rft.title=TRUNK+HIGHWAY+60%2C+FROM+APPROXIMATELY+1.8+MILES+SOUTH+OF+THE+MINNESOTA-IDAHO+BORDER+%28120TH+STREET%29+TO+INTERESTATE+90+NORTH+OF+WORTHINGTON%2C+MINNESOTA%2C+14.3+MILES%2C+NOBLES+COUNTY%2C+MINNESOTA+AND+OSCEOLA+COUNTY%2C+IDAHO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: August 14, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TRUNK HIGHWAY 60, FROM APPROXIMATELY 1.8 MILES SOUTH OF THE MINNESOTA-IDAHO BORDER (120TH STREET) TO INTERESTATE 90 NORTH OF WORTHINGTON, MINNESOTA, 14.3 MILES, NOBLES COUNTY, MINNESOTA AND OSCEOLA COUNTY, IDAHO. [Part 27 of 29] T2 - TRUNK HIGHWAY 60, FROM APPROXIMATELY 1.8 MILES SOUTH OF THE MINNESOTA-IDAHO BORDER (120TH STREET) TO INTERESTATE 90 NORTH OF WORTHINGTON, MINNESOTA, 14.3 MILES, NOBLES COUNTY, MINNESOTA AND OSCEOLA COUNTY, IDAHO. AN - 36368254; 11295-040556_0027 AB - PURPOSE: The reconstruction of Trunk Highway (TH) 60, from approximately 1.8 miles south of the Minnesota-Idaho border (120th Street) to Interstate 90 north of Worthington, Minnesota, 14.3 miles, Nobles County, Minnesota and Osceola County, Idaho is proposed. Because the highway project would cross the Minnesota-Iowa state line, the Minnesota and Iowa Departments of Transportation (DOTs) have developed an agreement addressing the responsibilities for completing the EIS process. The Iowa DOT anticipates the reconstruction of TH 60 as a four-lane roadway from LeMars to 120th Street in 2007. TH 60 is a principal east-west roadway within the National Highway System that serves as a diagonal route between LeMars, Idaho and Mankato through northwestern Idaho and southwestern Minnesota. Near Mankato, TH 60 connects with TH 169 and serves as a main route to the Twin Cities metropolitan area. Locally and regionally, TH 60 connects residents to jobs, retail centers, and recreational destinations. The facility would be reconstructed at a four-lane highway from LeMars to 120th Street in the year 2006. The location and timing of the remaining portion of TH 60 is dependent on the decision to bypass Bigelow or remain on the existing alignment through that city. The draft EIS of August 2002 considered six build alternatives and a No-Build Alternative. All build alternatives would provide a four-lane highway for the most part or throughout the entire alignment. Certain alternatives would provide for a two-lane westerly bypass of Worthington. All build alternatives, excepting two, would provide for a four-lane easterly bypass of Bigelow. The alternative identified as preferred in this final EIS would include the Bigelow bypass, though the Worthington bypass would not be constructed. Cost of the preferred alternative is estimated at $59.1 million. POSITIVE IMPACTS: The project would improve safety and efficiency of travel and the movement of goods on TH 60, maintaining system continuity, addressing physical problems with the existing facility, correcting design deficiencies, allowing for proper passage of truck and farm traffic, and increasing facility capacity. NEGATIVE IMPACTS: Rights-of-way requirements for the build alternatives would result in the displacement of 278 acres of farmland, 51 homes, and three commercial properties. Five farm homes would be displaced, eight farms severed, 14 farms triangulated, affecting 39.4 acres of prime farmland, three farms isolated, and six farm-related structures relocated. Snowmobiles would be required to cross four lanes rather than two lanes at a trail crossing 0.5 mile north of County Road 10. A railroad bridge in Worthington would have to be reconstructed. Daytime and/or nighttime noise levels generated by traffic along the facility would exceed federal standards at numerous sensitive receptor sites. The highway and its structures would mar visual aesthetics in Worthington and Bigelow. The extent to which hazardous waste sites would be encountered during construction activities have yet to be determined. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0349D, Volume 26, Number 4. JF - EPA number: 040556, Draft EIS--137 pages and maps, Final EIS--141 pages and maps, August 14, 2002 PY - 2002 VL - 27 KW - Roads and Railroads KW - Agency number: FHWA-MN-EIS-02-04-F KW - Bridges KW - Cultural Resources Surveys KW - Farmlands KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Railroad Structures KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Trails KW - Transportation KW - Visual Resources KW - Idaho KW - Minnesota KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36368254?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-08-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TRUNK+HIGHWAY+60%2C+FROM+APPROXIMATELY+1.8+MILES+SOUTH+OF+THE+MINNESOTA-IDAHO+BORDER+%28120TH+STREET%29+TO+INTERESTATE+90+NORTH+OF+WORTHINGTON%2C+MINNESOTA%2C+14.3+MILES%2C+NOBLES+COUNTY%2C+MINNESOTA+AND+OSCEOLA+COUNTY%2C+IDAHO.&rft.title=TRUNK+HIGHWAY+60%2C+FROM+APPROXIMATELY+1.8+MILES+SOUTH+OF+THE+MINNESOTA-IDAHO+BORDER+%28120TH+STREET%29+TO+INTERESTATE+90+NORTH+OF+WORTHINGTON%2C+MINNESOTA%2C+14.3+MILES%2C+NOBLES+COUNTY%2C+MINNESOTA+AND+OSCEOLA+COUNTY%2C+IDAHO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: August 14, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TRUNK HIGHWAY 60, FROM APPROXIMATELY 1.8 MILES SOUTH OF THE MINNESOTA-IDAHO BORDER (120TH STREET) TO INTERESTATE 90 NORTH OF WORTHINGTON, MINNESOTA, 14.3 MILES, NOBLES COUNTY, MINNESOTA AND OSCEOLA COUNTY, IDAHO. [Part 24 of 29] T2 - TRUNK HIGHWAY 60, FROM APPROXIMATELY 1.8 MILES SOUTH OF THE MINNESOTA-IDAHO BORDER (120TH STREET) TO INTERESTATE 90 NORTH OF WORTHINGTON, MINNESOTA, 14.3 MILES, NOBLES COUNTY, MINNESOTA AND OSCEOLA COUNTY, IDAHO. AN - 36367301; 11295-040556_0024 AB - PURPOSE: The reconstruction of Trunk Highway (TH) 60, from approximately 1.8 miles south of the Minnesota-Idaho border (120th Street) to Interstate 90 north of Worthington, Minnesota, 14.3 miles, Nobles County, Minnesota and Osceola County, Idaho is proposed. Because the highway project would cross the Minnesota-Iowa state line, the Minnesota and Iowa Departments of Transportation (DOTs) have developed an agreement addressing the responsibilities for completing the EIS process. The Iowa DOT anticipates the reconstruction of TH 60 as a four-lane roadway from LeMars to 120th Street in 2007. TH 60 is a principal east-west roadway within the National Highway System that serves as a diagonal route between LeMars, Idaho and Mankato through northwestern Idaho and southwestern Minnesota. Near Mankato, TH 60 connects with TH 169 and serves as a main route to the Twin Cities metropolitan area. Locally and regionally, TH 60 connects residents to jobs, retail centers, and recreational destinations. The facility would be reconstructed at a four-lane highway from LeMars to 120th Street in the year 2006. The location and timing of the remaining portion of TH 60 is dependent on the decision to bypass Bigelow or remain on the existing alignment through that city. The draft EIS of August 2002 considered six build alternatives and a No-Build Alternative. All build alternatives would provide a four-lane highway for the most part or throughout the entire alignment. Certain alternatives would provide for a two-lane westerly bypass of Worthington. All build alternatives, excepting two, would provide for a four-lane easterly bypass of Bigelow. The alternative identified as preferred in this final EIS would include the Bigelow bypass, though the Worthington bypass would not be constructed. Cost of the preferred alternative is estimated at $59.1 million. POSITIVE IMPACTS: The project would improve safety and efficiency of travel and the movement of goods on TH 60, maintaining system continuity, addressing physical problems with the existing facility, correcting design deficiencies, allowing for proper passage of truck and farm traffic, and increasing facility capacity. NEGATIVE IMPACTS: Rights-of-way requirements for the build alternatives would result in the displacement of 278 acres of farmland, 51 homes, and three commercial properties. Five farm homes would be displaced, eight farms severed, 14 farms triangulated, affecting 39.4 acres of prime farmland, three farms isolated, and six farm-related structures relocated. Snowmobiles would be required to cross four lanes rather than two lanes at a trail crossing 0.5 mile north of County Road 10. A railroad bridge in Worthington would have to be reconstructed. Daytime and/or nighttime noise levels generated by traffic along the facility would exceed federal standards at numerous sensitive receptor sites. The highway and its structures would mar visual aesthetics in Worthington and Bigelow. The extent to which hazardous waste sites would be encountered during construction activities have yet to be determined. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0349D, Volume 26, Number 4. JF - EPA number: 040556, Draft EIS--137 pages and maps, Final EIS--141 pages and maps, August 14, 2002 PY - 2002 VL - 24 KW - Roads and Railroads KW - Agency number: FHWA-MN-EIS-02-04-F KW - Bridges KW - Cultural Resources Surveys KW - Farmlands KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Railroad Structures KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Trails KW - Transportation KW - Visual Resources KW - Idaho KW - Minnesota KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36367301?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-08-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TRUNK+HIGHWAY+60%2C+FROM+APPROXIMATELY+1.8+MILES+SOUTH+OF+THE+MINNESOTA-IDAHO+BORDER+%28120TH+STREET%29+TO+INTERESTATE+90+NORTH+OF+WORTHINGTON%2C+MINNESOTA%2C+14.3+MILES%2C+NOBLES+COUNTY%2C+MINNESOTA+AND+OSCEOLA+COUNTY%2C+IDAHO.&rft.title=TRUNK+HIGHWAY+60%2C+FROM+APPROXIMATELY+1.8+MILES+SOUTH+OF+THE+MINNESOTA-IDAHO+BORDER+%28120TH+STREET%29+TO+INTERESTATE+90+NORTH+OF+WORTHINGTON%2C+MINNESOTA%2C+14.3+MILES%2C+NOBLES+COUNTY%2C+MINNESOTA+AND+OSCEOLA+COUNTY%2C+IDAHO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: August 14, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TRUNK HIGHWAY 60, FROM APPROXIMATELY 1.8 MILES SOUTH OF THE MINNESOTA-IDAHO BORDER (120TH STREET) TO INTERESTATE 90 NORTH OF WORTHINGTON, MINNESOTA, 14.3 MILES, NOBLES COUNTY, MINNESOTA AND OSCEOLA COUNTY, IDAHO. [Part 25 of 29] T2 - TRUNK HIGHWAY 60, FROM APPROXIMATELY 1.8 MILES SOUTH OF THE MINNESOTA-IDAHO BORDER (120TH STREET) TO INTERESTATE 90 NORTH OF WORTHINGTON, MINNESOTA, 14.3 MILES, NOBLES COUNTY, MINNESOTA AND OSCEOLA COUNTY, IDAHO. AN - 36365399; 11295-040556_0025 AB - PURPOSE: The reconstruction of Trunk Highway (TH) 60, from approximately 1.8 miles south of the Minnesota-Idaho border (120th Street) to Interstate 90 north of Worthington, Minnesota, 14.3 miles, Nobles County, Minnesota and Osceola County, Idaho is proposed. Because the highway project would cross the Minnesota-Iowa state line, the Minnesota and Iowa Departments of Transportation (DOTs) have developed an agreement addressing the responsibilities for completing the EIS process. The Iowa DOT anticipates the reconstruction of TH 60 as a four-lane roadway from LeMars to 120th Street in 2007. TH 60 is a principal east-west roadway within the National Highway System that serves as a diagonal route between LeMars, Idaho and Mankato through northwestern Idaho and southwestern Minnesota. Near Mankato, TH 60 connects with TH 169 and serves as a main route to the Twin Cities metropolitan area. Locally and regionally, TH 60 connects residents to jobs, retail centers, and recreational destinations. The facility would be reconstructed at a four-lane highway from LeMars to 120th Street in the year 2006. The location and timing of the remaining portion of TH 60 is dependent on the decision to bypass Bigelow or remain on the existing alignment through that city. The draft EIS of August 2002 considered six build alternatives and a No-Build Alternative. All build alternatives would provide a four-lane highway for the most part or throughout the entire alignment. Certain alternatives would provide for a two-lane westerly bypass of Worthington. All build alternatives, excepting two, would provide for a four-lane easterly bypass of Bigelow. The alternative identified as preferred in this final EIS would include the Bigelow bypass, though the Worthington bypass would not be constructed. Cost of the preferred alternative is estimated at $59.1 million. POSITIVE IMPACTS: The project would improve safety and efficiency of travel and the movement of goods on TH 60, maintaining system continuity, addressing physical problems with the existing facility, correcting design deficiencies, allowing for proper passage of truck and farm traffic, and increasing facility capacity. NEGATIVE IMPACTS: Rights-of-way requirements for the build alternatives would result in the displacement of 278 acres of farmland, 51 homes, and three commercial properties. Five farm homes would be displaced, eight farms severed, 14 farms triangulated, affecting 39.4 acres of prime farmland, three farms isolated, and six farm-related structures relocated. Snowmobiles would be required to cross four lanes rather than two lanes at a trail crossing 0.5 mile north of County Road 10. A railroad bridge in Worthington would have to be reconstructed. Daytime and/or nighttime noise levels generated by traffic along the facility would exceed federal standards at numerous sensitive receptor sites. The highway and its structures would mar visual aesthetics in Worthington and Bigelow. The extent to which hazardous waste sites would be encountered during construction activities have yet to be determined. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0349D, Volume 26, Number 4. JF - EPA number: 040556, Draft EIS--137 pages and maps, Final EIS--141 pages and maps, August 14, 2002 PY - 2002 VL - 25 KW - Roads and Railroads KW - Agency number: FHWA-MN-EIS-02-04-F KW - Bridges KW - Cultural Resources Surveys KW - Farmlands KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Railroad Structures KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Trails KW - Transportation KW - Visual Resources KW - Idaho KW - Minnesota KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36365399?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-08-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TRUNK+HIGHWAY+60%2C+FROM+APPROXIMATELY+1.8+MILES+SOUTH+OF+THE+MINNESOTA-IDAHO+BORDER+%28120TH+STREET%29+TO+INTERESTATE+90+NORTH+OF+WORTHINGTON%2C+MINNESOTA%2C+14.3+MILES%2C+NOBLES+COUNTY%2C+MINNESOTA+AND+OSCEOLA+COUNTY%2C+IDAHO.&rft.title=TRUNK+HIGHWAY+60%2C+FROM+APPROXIMATELY+1.8+MILES+SOUTH+OF+THE+MINNESOTA-IDAHO+BORDER+%28120TH+STREET%29+TO+INTERESTATE+90+NORTH+OF+WORTHINGTON%2C+MINNESOTA%2C+14.3+MILES%2C+NOBLES+COUNTY%2C+MINNESOTA+AND+OSCEOLA+COUNTY%2C+IDAHO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: August 14, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TRUNK HIGHWAY 60, FROM APPROXIMATELY 1.8 MILES SOUTH OF THE MINNESOTA-IDAHO BORDER (120TH STREET) TO INTERESTATE 90 NORTH OF WORTHINGTON, MINNESOTA, 14.3 MILES, NOBLES COUNTY, MINNESOTA AND OSCEOLA COUNTY, IDAHO. [Part 7 of 29] T2 - TRUNK HIGHWAY 60, FROM APPROXIMATELY 1.8 MILES SOUTH OF THE MINNESOTA-IDAHO BORDER (120TH STREET) TO INTERESTATE 90 NORTH OF WORTHINGTON, MINNESOTA, 14.3 MILES, NOBLES COUNTY, MINNESOTA AND OSCEOLA COUNTY, IDAHO. AN - 36365012; 11295-040556_0007 AB - PURPOSE: The reconstruction of Trunk Highway (TH) 60, from approximately 1.8 miles south of the Minnesota-Idaho border (120th Street) to Interstate 90 north of Worthington, Minnesota, 14.3 miles, Nobles County, Minnesota and Osceola County, Idaho is proposed. Because the highway project would cross the Minnesota-Iowa state line, the Minnesota and Iowa Departments of Transportation (DOTs) have developed an agreement addressing the responsibilities for completing the EIS process. The Iowa DOT anticipates the reconstruction of TH 60 as a four-lane roadway from LeMars to 120th Street in 2007. TH 60 is a principal east-west roadway within the National Highway System that serves as a diagonal route between LeMars, Idaho and Mankato through northwestern Idaho and southwestern Minnesota. Near Mankato, TH 60 connects with TH 169 and serves as a main route to the Twin Cities metropolitan area. Locally and regionally, TH 60 connects residents to jobs, retail centers, and recreational destinations. The facility would be reconstructed at a four-lane highway from LeMars to 120th Street in the year 2006. The location and timing of the remaining portion of TH 60 is dependent on the decision to bypass Bigelow or remain on the existing alignment through that city. The draft EIS of August 2002 considered six build alternatives and a No-Build Alternative. All build alternatives would provide a four-lane highway for the most part or throughout the entire alignment. Certain alternatives would provide for a two-lane westerly bypass of Worthington. All build alternatives, excepting two, would provide for a four-lane easterly bypass of Bigelow. The alternative identified as preferred in this final EIS would include the Bigelow bypass, though the Worthington bypass would not be constructed. Cost of the preferred alternative is estimated at $59.1 million. POSITIVE IMPACTS: The project would improve safety and efficiency of travel and the movement of goods on TH 60, maintaining system continuity, addressing physical problems with the existing facility, correcting design deficiencies, allowing for proper passage of truck and farm traffic, and increasing facility capacity. NEGATIVE IMPACTS: Rights-of-way requirements for the build alternatives would result in the displacement of 278 acres of farmland, 51 homes, and three commercial properties. Five farm homes would be displaced, eight farms severed, 14 farms triangulated, affecting 39.4 acres of prime farmland, three farms isolated, and six farm-related structures relocated. Snowmobiles would be required to cross four lanes rather than two lanes at a trail crossing 0.5 mile north of County Road 10. A railroad bridge in Worthington would have to be reconstructed. Daytime and/or nighttime noise levels generated by traffic along the facility would exceed federal standards at numerous sensitive receptor sites. The highway and its structures would mar visual aesthetics in Worthington and Bigelow. The extent to which hazardous waste sites would be encountered during construction activities have yet to be determined. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0349D, Volume 26, Number 4. JF - EPA number: 040556, Draft EIS--137 pages and maps, Final EIS--141 pages and maps, August 14, 2002 PY - 2002 VL - 7 KW - Roads and Railroads KW - Agency number: FHWA-MN-EIS-02-04-F KW - Bridges KW - Cultural Resources Surveys KW - Farmlands KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Railroad Structures KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Trails KW - Transportation KW - Visual Resources KW - Idaho KW - Minnesota KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36365012?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-08-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TRUNK+HIGHWAY+60%2C+FROM+APPROXIMATELY+1.8+MILES+SOUTH+OF+THE+MINNESOTA-IDAHO+BORDER+%28120TH+STREET%29+TO+INTERESTATE+90+NORTH+OF+WORTHINGTON%2C+MINNESOTA%2C+14.3+MILES%2C+NOBLES+COUNTY%2C+MINNESOTA+AND+OSCEOLA+COUNTY%2C+IDAHO.&rft.title=TRUNK+HIGHWAY+60%2C+FROM+APPROXIMATELY+1.8+MILES+SOUTH+OF+THE+MINNESOTA-IDAHO+BORDER+%28120TH+STREET%29+TO+INTERESTATE+90+NORTH+OF+WORTHINGTON%2C+MINNESOTA%2C+14.3+MILES%2C+NOBLES+COUNTY%2C+MINNESOTA+AND+OSCEOLA+COUNTY%2C+IDAHO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: August 14, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TRUNK HIGHWAY 60, FROM APPROXIMATELY 1.8 MILES SOUTH OF THE MINNESOTA-IDAHO BORDER (120TH STREET) TO INTERESTATE 90 NORTH OF WORTHINGTON, MINNESOTA, 14.3 MILES, NOBLES COUNTY, MINNESOTA AND OSCEOLA COUNTY, IDAHO. [Part 12 of 29] T2 - TRUNK HIGHWAY 60, FROM APPROXIMATELY 1.8 MILES SOUTH OF THE MINNESOTA-IDAHO BORDER (120TH STREET) TO INTERESTATE 90 NORTH OF WORTHINGTON, MINNESOTA, 14.3 MILES, NOBLES COUNTY, MINNESOTA AND OSCEOLA COUNTY, IDAHO. AN - 36364693; 11295-040556_0012 AB - PURPOSE: The reconstruction of Trunk Highway (TH) 60, from approximately 1.8 miles south of the Minnesota-Idaho border (120th Street) to Interstate 90 north of Worthington, Minnesota, 14.3 miles, Nobles County, Minnesota and Osceola County, Idaho is proposed. Because the highway project would cross the Minnesota-Iowa state line, the Minnesota and Iowa Departments of Transportation (DOTs) have developed an agreement addressing the responsibilities for completing the EIS process. The Iowa DOT anticipates the reconstruction of TH 60 as a four-lane roadway from LeMars to 120th Street in 2007. TH 60 is a principal east-west roadway within the National Highway System that serves as a diagonal route between LeMars, Idaho and Mankato through northwestern Idaho and southwestern Minnesota. Near Mankato, TH 60 connects with TH 169 and serves as a main route to the Twin Cities metropolitan area. Locally and regionally, TH 60 connects residents to jobs, retail centers, and recreational destinations. The facility would be reconstructed at a four-lane highway from LeMars to 120th Street in the year 2006. The location and timing of the remaining portion of TH 60 is dependent on the decision to bypass Bigelow or remain on the existing alignment through that city. The draft EIS of August 2002 considered six build alternatives and a No-Build Alternative. All build alternatives would provide a four-lane highway for the most part or throughout the entire alignment. Certain alternatives would provide for a two-lane westerly bypass of Worthington. All build alternatives, excepting two, would provide for a four-lane easterly bypass of Bigelow. The alternative identified as preferred in this final EIS would include the Bigelow bypass, though the Worthington bypass would not be constructed. Cost of the preferred alternative is estimated at $59.1 million. POSITIVE IMPACTS: The project would improve safety and efficiency of travel and the movement of goods on TH 60, maintaining system continuity, addressing physical problems with the existing facility, correcting design deficiencies, allowing for proper passage of truck and farm traffic, and increasing facility capacity. NEGATIVE IMPACTS: Rights-of-way requirements for the build alternatives would result in the displacement of 278 acres of farmland, 51 homes, and three commercial properties. Five farm homes would be displaced, eight farms severed, 14 farms triangulated, affecting 39.4 acres of prime farmland, three farms isolated, and six farm-related structures relocated. Snowmobiles would be required to cross four lanes rather than two lanes at a trail crossing 0.5 mile north of County Road 10. A railroad bridge in Worthington would have to be reconstructed. Daytime and/or nighttime noise levels generated by traffic along the facility would exceed federal standards at numerous sensitive receptor sites. The highway and its structures would mar visual aesthetics in Worthington and Bigelow. The extent to which hazardous waste sites would be encountered during construction activities have yet to be determined. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0349D, Volume 26, Number 4. JF - EPA number: 040556, Draft EIS--137 pages and maps, Final EIS--141 pages and maps, August 14, 2002 PY - 2002 VL - 12 KW - Roads and Railroads KW - Agency number: FHWA-MN-EIS-02-04-F KW - Bridges KW - Cultural Resources Surveys KW - Farmlands KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Railroad Structures KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Trails KW - Transportation KW - Visual Resources KW - Idaho KW - Minnesota KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36364693?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-08-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TRUNK+HIGHWAY+60%2C+FROM+APPROXIMATELY+1.8+MILES+SOUTH+OF+THE+MINNESOTA-IDAHO+BORDER+%28120TH+STREET%29+TO+INTERESTATE+90+NORTH+OF+WORTHINGTON%2C+MINNESOTA%2C+14.3+MILES%2C+NOBLES+COUNTY%2C+MINNESOTA+AND+OSCEOLA+COUNTY%2C+IDAHO.&rft.title=TRUNK+HIGHWAY+60%2C+FROM+APPROXIMATELY+1.8+MILES+SOUTH+OF+THE+MINNESOTA-IDAHO+BORDER+%28120TH+STREET%29+TO+INTERESTATE+90+NORTH+OF+WORTHINGTON%2C+MINNESOTA%2C+14.3+MILES%2C+NOBLES+COUNTY%2C+MINNESOTA+AND+OSCEOLA+COUNTY%2C+IDAHO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: August 14, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TRUNK HIGHWAY 60, FROM APPROXIMATELY 1.8 MILES SOUTH OF THE MINNESOTA-IDAHO BORDER (120TH STREET) TO INTERESTATE 90 NORTH OF WORTHINGTON, MINNESOTA, 14.3 MILES, NOBLES COUNTY, MINNESOTA AND OSCEOLA COUNTY, IDAHO. [Part 28 of 29] T2 - TRUNK HIGHWAY 60, FROM APPROXIMATELY 1.8 MILES SOUTH OF THE MINNESOTA-IDAHO BORDER (120TH STREET) TO INTERESTATE 90 NORTH OF WORTHINGTON, MINNESOTA, 14.3 MILES, NOBLES COUNTY, MINNESOTA AND OSCEOLA COUNTY, IDAHO. AN - 36364090; 11295-040556_0028 AB - PURPOSE: The reconstruction of Trunk Highway (TH) 60, from approximately 1.8 miles south of the Minnesota-Idaho border (120th Street) to Interstate 90 north of Worthington, Minnesota, 14.3 miles, Nobles County, Minnesota and Osceola County, Idaho is proposed. Because the highway project would cross the Minnesota-Iowa state line, the Minnesota and Iowa Departments of Transportation (DOTs) have developed an agreement addressing the responsibilities for completing the EIS process. The Iowa DOT anticipates the reconstruction of TH 60 as a four-lane roadway from LeMars to 120th Street in 2007. TH 60 is a principal east-west roadway within the National Highway System that serves as a diagonal route between LeMars, Idaho and Mankato through northwestern Idaho and southwestern Minnesota. Near Mankato, TH 60 connects with TH 169 and serves as a main route to the Twin Cities metropolitan area. Locally and regionally, TH 60 connects residents to jobs, retail centers, and recreational destinations. The facility would be reconstructed at a four-lane highway from LeMars to 120th Street in the year 2006. The location and timing of the remaining portion of TH 60 is dependent on the decision to bypass Bigelow or remain on the existing alignment through that city. The draft EIS of August 2002 considered six build alternatives and a No-Build Alternative. All build alternatives would provide a four-lane highway for the most part or throughout the entire alignment. Certain alternatives would provide for a two-lane westerly bypass of Worthington. All build alternatives, excepting two, would provide for a four-lane easterly bypass of Bigelow. The alternative identified as preferred in this final EIS would include the Bigelow bypass, though the Worthington bypass would not be constructed. Cost of the preferred alternative is estimated at $59.1 million. POSITIVE IMPACTS: The project would improve safety and efficiency of travel and the movement of goods on TH 60, maintaining system continuity, addressing physical problems with the existing facility, correcting design deficiencies, allowing for proper passage of truck and farm traffic, and increasing facility capacity. NEGATIVE IMPACTS: Rights-of-way requirements for the build alternatives would result in the displacement of 278 acres of farmland, 51 homes, and three commercial properties. Five farm homes would be displaced, eight farms severed, 14 farms triangulated, affecting 39.4 acres of prime farmland, three farms isolated, and six farm-related structures relocated. Snowmobiles would be required to cross four lanes rather than two lanes at a trail crossing 0.5 mile north of County Road 10. A railroad bridge in Worthington would have to be reconstructed. Daytime and/or nighttime noise levels generated by traffic along the facility would exceed federal standards at numerous sensitive receptor sites. The highway and its structures would mar visual aesthetics in Worthington and Bigelow. The extent to which hazardous waste sites would be encountered during construction activities have yet to be determined. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0349D, Volume 26, Number 4. JF - EPA number: 040556, Draft EIS--137 pages and maps, Final EIS--141 pages and maps, August 14, 2002 PY - 2002 VL - 28 KW - Roads and Railroads KW - Agency number: FHWA-MN-EIS-02-04-F KW - Bridges KW - Cultural Resources Surveys KW - Farmlands KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Railroad Structures KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Trails KW - Transportation KW - Visual Resources KW - Idaho KW - Minnesota KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36364090?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-08-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TRUNK+HIGHWAY+60%2C+FROM+APPROXIMATELY+1.8+MILES+SOUTH+OF+THE+MINNESOTA-IDAHO+BORDER+%28120TH+STREET%29+TO+INTERESTATE+90+NORTH+OF+WORTHINGTON%2C+MINNESOTA%2C+14.3+MILES%2C+NOBLES+COUNTY%2C+MINNESOTA+AND+OSCEOLA+COUNTY%2C+IDAHO.&rft.title=TRUNK+HIGHWAY+60%2C+FROM+APPROXIMATELY+1.8+MILES+SOUTH+OF+THE+MINNESOTA-IDAHO+BORDER+%28120TH+STREET%29+TO+INTERESTATE+90+NORTH+OF+WORTHINGTON%2C+MINNESOTA%2C+14.3+MILES%2C+NOBLES+COUNTY%2C+MINNESOTA+AND+OSCEOLA+COUNTY%2C+IDAHO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: August 14, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TRUNK HIGHWAY 60, FROM APPROXIMATELY 1.8 MILES SOUTH OF THE MINNESOTA-IDAHO BORDER (120TH STREET) TO INTERESTATE 90 NORTH OF WORTHINGTON, MINNESOTA, 14.3 MILES, NOBLES COUNTY, MINNESOTA AND OSCEOLA COUNTY, IDAHO. [Part 26 of 29] T2 - TRUNK HIGHWAY 60, FROM APPROXIMATELY 1.8 MILES SOUTH OF THE MINNESOTA-IDAHO BORDER (120TH STREET) TO INTERESTATE 90 NORTH OF WORTHINGTON, MINNESOTA, 14.3 MILES, NOBLES COUNTY, MINNESOTA AND OSCEOLA COUNTY, IDAHO. AN - 36363983; 11295-040556_0026 AB - PURPOSE: The reconstruction of Trunk Highway (TH) 60, from approximately 1.8 miles south of the Minnesota-Idaho border (120th Street) to Interstate 90 north of Worthington, Minnesota, 14.3 miles, Nobles County, Minnesota and Osceola County, Idaho is proposed. Because the highway project would cross the Minnesota-Iowa state line, the Minnesota and Iowa Departments of Transportation (DOTs) have developed an agreement addressing the responsibilities for completing the EIS process. The Iowa DOT anticipates the reconstruction of TH 60 as a four-lane roadway from LeMars to 120th Street in 2007. TH 60 is a principal east-west roadway within the National Highway System that serves as a diagonal route between LeMars, Idaho and Mankato through northwestern Idaho and southwestern Minnesota. Near Mankato, TH 60 connects with TH 169 and serves as a main route to the Twin Cities metropolitan area. Locally and regionally, TH 60 connects residents to jobs, retail centers, and recreational destinations. The facility would be reconstructed at a four-lane highway from LeMars to 120th Street in the year 2006. The location and timing of the remaining portion of TH 60 is dependent on the decision to bypass Bigelow or remain on the existing alignment through that city. The draft EIS of August 2002 considered six build alternatives and a No-Build Alternative. All build alternatives would provide a four-lane highway for the most part or throughout the entire alignment. Certain alternatives would provide for a two-lane westerly bypass of Worthington. All build alternatives, excepting two, would provide for a four-lane easterly bypass of Bigelow. The alternative identified as preferred in this final EIS would include the Bigelow bypass, though the Worthington bypass would not be constructed. Cost of the preferred alternative is estimated at $59.1 million. POSITIVE IMPACTS: The project would improve safety and efficiency of travel and the movement of goods on TH 60, maintaining system continuity, addressing physical problems with the existing facility, correcting design deficiencies, allowing for proper passage of truck and farm traffic, and increasing facility capacity. NEGATIVE IMPACTS: Rights-of-way requirements for the build alternatives would result in the displacement of 278 acres of farmland, 51 homes, and three commercial properties. Five farm homes would be displaced, eight farms severed, 14 farms triangulated, affecting 39.4 acres of prime farmland, three farms isolated, and six farm-related structures relocated. Snowmobiles would be required to cross four lanes rather than two lanes at a trail crossing 0.5 mile north of County Road 10. A railroad bridge in Worthington would have to be reconstructed. Daytime and/or nighttime noise levels generated by traffic along the facility would exceed federal standards at numerous sensitive receptor sites. The highway and its structures would mar visual aesthetics in Worthington and Bigelow. The extent to which hazardous waste sites would be encountered during construction activities have yet to be determined. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0349D, Volume 26, Number 4. JF - EPA number: 040556, Draft EIS--137 pages and maps, Final EIS--141 pages and maps, August 14, 2002 PY - 2002 VL - 26 KW - Roads and Railroads KW - Agency number: FHWA-MN-EIS-02-04-F KW - Bridges KW - Cultural Resources Surveys KW - Farmlands KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Railroad Structures KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Trails KW - Transportation KW - Visual Resources KW - Idaho KW - Minnesota KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36363983?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-08-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TRUNK+HIGHWAY+60%2C+FROM+APPROXIMATELY+1.8+MILES+SOUTH+OF+THE+MINNESOTA-IDAHO+BORDER+%28120TH+STREET%29+TO+INTERESTATE+90+NORTH+OF+WORTHINGTON%2C+MINNESOTA%2C+14.3+MILES%2C+NOBLES+COUNTY%2C+MINNESOTA+AND+OSCEOLA+COUNTY%2C+IDAHO.&rft.title=TRUNK+HIGHWAY+60%2C+FROM+APPROXIMATELY+1.8+MILES+SOUTH+OF+THE+MINNESOTA-IDAHO+BORDER+%28120TH+STREET%29+TO+INTERESTATE+90+NORTH+OF+WORTHINGTON%2C+MINNESOTA%2C+14.3+MILES%2C+NOBLES+COUNTY%2C+MINNESOTA+AND+OSCEOLA+COUNTY%2C+IDAHO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: August 14, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - RELOCATION OF KANSAS HIGHWAY 10 IN AND NEAR LAWRENCE, DOUGLAS COUNTY, KANSAS. AN - 36411910; 9457 AB - PURPOSE: The relocation of approximately seven miles of Kansas Highway 10 in and near Lawrence in Douglas County Kansas is proposed. Highway 10 is currently routed through Lawrence on city streets, resulting in congested and unsafe driving conditions for travelers due both to the insufficient capacity of the road and to inadequate access control. The facility, commonly known as the South Lawrence Trafficway (SLT), would be relocated south of the city. The four-lane, controlled-access highway would constitute a bypass of Lawrence along the southern edge of the city. Five action alternatives are considered in this draft EIS. Under the preferred alternative (Alternative B), the new facility would follow the alignment of Thirty-Second Street. Access would be controlled by interchanges and overpass structures. Thirty-first Street would be relocated immediately adjacent to the new freeway. The preferred alternative would commence at the intersection of U.S. 59 (South Iowa Street) and the existing western of the SLT, continue northeast to Louisiana Street, cross over Louisiana Street just south of the existing Thirty-First Street, and proceed east parallel to the north levee of Baker Wetlands to a folded diamond interchange with relocated Haskell Avenue. Haskell avenue would be relocated approximately 1,000 feet east of its present location to minimize impacts to the Baker Wetlands. From Haskell Avenue, the alignment would proceed east and parallel to Thirty-First Street. Approximately 0.74 mile east of East 1750 Road, the alignment would turn northeast to an interchange at Highway 10 and Twenty-Third Street. East 1750 Road would be extended north to intersect with Douglas County Route 442 at the East Hills Business Park, north of the existing Highway 10 alignment. East 1750 Road would be placed on a bridge over the existing Highway 10 alignment at Twenty-Third Street. Cost of the project is estimated at $105.3 million. POSITIVE IMPACTS: The new facility would remove through traffic from Lawrence, improving the safety and efficiency of Highway 10, and improving access to areas outside the southern portion of the city. NEGATIVE IMPACTS: Rights-of-way development would result in the loss of 57 acres of wetlands and the associated wildlife habitat, most of which lies within Baker Wetlands, and traverse 3.5 miles of the Wakarusa floodplain. These losses would be mitigated by the creation of 317 acres of wetlands and the construction of a $1.2 million Wetland Visitor and Study Center, which would be owned and operated by Baker University. Four residences and four businesses would be displaced, and the alignment would sever 11 farms and displace 230 acres of prime farmland. 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: 020345, Volume 1--197 pages and maps, 1,051 pages and maps, Volume 3--227 pages, August 8, 2002 PY - 2002 KW - Roads and Railroads KW - Cost Assessments KW - Farmlands KW - Floodplains KW - Highways KW - Highway Structures KW - Historic Sites Surveys KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Section 404(b) Statements KW - Traffic Analyses KW - Wetlands KW - Kansas KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36411910?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-08-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=RELOCATION+OF+KANSAS+HIGHWAY+10+IN+AND+NEAR+LAWRENCE%2C+DOUGLAS+COUNTY%2C+KANSAS.&rft.title=RELOCATION+OF+KANSAS+HIGHWAY+10+IN+AND+NEAR+LAWRENCE%2C+DOUGLAS+COUNTY%2C+KANSAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Kansas City, Kansas; ARMY N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 8, 2002 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - Lean Times CDOT's future funding dependent upon economic upturn in Colorado AN - 224388839 AB - To offer a bit of history, this past year CDOT's budget was cut by $173 million because of a shortfall in the state's general fund. Under legislation passed in 1997 (Senate Bill 1), a portion of the sales tax revenue considered to be motor vehicle related is transferred to CDOT annually, earmarked for the state's highest priority projects. Unfortunately, in the interim three-year period before dedicated revenues from the legislative bill begin flowing, CDOT will face some project cuts as it begins paying off the $220 million bond issue. I am confident, though, that the situation will be manageable and that by bonding and moving ahead now, we will save millions of dollars in cost increases that would have accrued by delaying the projects. CDOT will go out for bid on Strategic Plan Projects in the amount of $144.5 million this year. We will also move ahead with design and specific project clearances such as right-of-way and environmental, so that projects will be ready to go when the sales tax income returns to the pre-2002 levels. It is CDOT's objective to maintain the stability and viability of the construction industry and provide as much work as possible during this period of time. JF - Colorado Construction AU - Tom Norton Executive Director Colorado Department of Transportation Y1 - 2002/08// PY - 2002 DA - Aug 2002 SP - 36 CY - Denver PB - McGraw Hill Publications Company VL - 5 IS - 8 SN - 15469964 KW - Building And Construction UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/224388839?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Aabidateline&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Colorado+Construction&rft.atitle=Lean+Times+CDOT%27s+future+funding+dependent+upon+economic+upturn+in+Colorado&rft.au=Tom+Norton+Executive+Director+Colorado+Department+of+Transportation&rft.aulast=Tom+Norton+Executive+Director+Colorado+Department+of+Transportation&rft.aufirst=&rft.date=2002-08-01&rft.volume=5&rft.issue=8&rft.spage=36&rft.isbn=&rft.btitle=&rft.title=Colorado+Construction&rft.issn=15469964&rft_id=info:doi/ LA - English DB - ProQuest Central N1 - Copyright - Copyright 2002 The McGraw-Hill Companies, Inc. N1 - Last updated - 2014-05-16 ER - TY - RPRT T1 - I-69, EVANSVILLE TO INDIANAPOLIS, INDIANA. AN - 36437715; 9444 AB - PURPOSE: The construction of a freeway section, to be included in the Interstate 69 (I-69) transportation corridor, from Evansville to Indianapolis, Indiana is proposed. The northern terminus of the project corridor is I-465 on the south side of Indianapolis and the southern terminus is I-69 just north of Evansville. The project constitutes part of a larger national proposal to connect the three North American trading partners of Canada, the United States, and Mexico by means of an interstate highway located in the states of Michigan, Indiana, Kentucky, Tennessee, Mississippi, Arkansas, Louisiana, and Texas. The corridor has been divided into four segments for analysis, with two to eight action alternative alignments for each segment. Twelve overall alternatives and a No-Build Alternative are considered in this Tier 1 draft EIS. Estimated cost of the project ranges from $810 million to $1.76 billion, depending on the alternative chosen and the economic environment. POSITIVE IMPACTS: The project would improve the transportation linkage between Evansville and Indianapolis, improve personal accessibility for southwestern Indiana residents, reduce existing and forecasted traffic congestion on the highway network in southwestern Indiana, and reduce traffic safety problems in the region. In addition, the project would support regional economic development, support interstate and international movements of freight through the I-69 corridor, and connect I-69 to major intermodal facilities in southwestern Indiana. NEGATIVE IMPACTS: Rights-of-way requirements would displace up to 5,000 acres of farmland, 1,580 acres of forest, 190 acres of wetlands. Residential relocations would be necessary. Depending on the alternative selected, the project could affect ecosystems within the Patoka River National Wildlife Refuge, Tincher Special Area, Beanblossom Bottoms, Blue Springs Cavern, Martin State Forest, Flat Creek, and Prides Creek. All alternatives would generate traffic-related noise that would exceed federal standards at numerous sensitive receptors. There would be a high probability of potential impacts to water quality in karst areas. Habitat for six federally protected species could be affected. Alternatives that pass through certain areas of Daviess, Knox, Monroe, and Morgan counties could impact historic farmsteads and landscape features. 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.), National Highway Systems Designation Act of 1995, 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). JF - EPA number: 020331, Draft EIS--551 pages, Appendices--961 pages, Map Supplement, CD-ROM, July 31, 2002 PY - 2002 KW - Roads and Railroads KW - Agency number: FHWA-IN-EIS-02-01-D KW - Air Quality Assessments KW - Archaeological Sites Surveys KW - Economic Assessments KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Historic Sites Surveys KW - Impact Assessment Methodology KW - Noise Assessments KW - Noise Standards Violations KW - Preserves KW - Safety KW - Transportation KW - Transportation Surveys KW - Water Quality KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Act of 1991, Project Authorization KW - National Highway Systems Designation Act of 1995, Compliance KW - Transportation Equity Act for the 21st Century, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36437715?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-07-31&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69%2C+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA.&rft.title=I-69%2C+EVANSVILLE+TO+INDIANAPOLIS%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 - Draft. Preparation date: July 31, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 MISSISSIPPI RIVER CROSSING, DESHA COUNTY, ARKANSAS TO BOLIVAR COUNTY, MISSISSIPPI. AN - 36419788; 9443 AB - PURPOSE: The construction of a four-lane divided, fully controlled access freeway facility across the Mississippi River is proposed to connect the transportation networks of Desha County, Arkansas and Bolivar County, Mississippi. The project, which would be a segment of Interstate 69 (I-69), would extend 20 to 30 miles from a western terminus at U.S. 65 near McGhee, Arkansas to an eastern terminus at State Highway 1 near Benoit, Mississippi. The I-69 corridor has been described as a "North American trade route", an "international trade route", and a "North American Free Trade Agreement corridor". Typical rights-of-way width for the proposed facility would be 200 feet between the Mississippi River levees and 350 feet outside the levees. Outside the levees, the freeway would be constructed on earthen embankment with bridge or culvert structures for the crossing of minor interior streams and drainage ways. Between the levees, the facility would be constructed entirely on bridge structures. The bridge crossing of the main Mississippi River channel would be accomplished in accordance with the navigational requirements of the U.S. Coast Guard. For the purposes of this draft EIS, the project has been divided into three segments. One action alternative is proposed for the main channel crossing segment, three alternatives for the second segment, and four for the third segment. A No-Build Alternative is also considered. POSITIVE IMPACTS: The project would provide a safe, efficient, and cost effective transportation facility to meet design year traffic flow and promote economic development within the region. The facility would serve as a catalyst to revive and develop local economies that are among the poorest in the nation and provide for national economic interests by serving as a vital link in the I-69 corridor. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of several structures, farmland, wetlands, and floodplain land. Historic structures would be affected, and the facility would traverse areas likely to contain archaeologically valuable remains. Traffic-generated noise levels would exceed federal standards for some sensitive receptors along the corridor. The facility would be incompatible with some existing land uses. 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: 020330, 477 pages and maps, July 31, 2002 PY - 2002 KW - Water KW - Agency number: FHWA-AR-EIS-01-02-D KW - Archaeological Sites KW - Bridges KW - Cultural Resources KW - Cultural Resources Surveys KW - Dikes KW - Farmlands KW - Floodplains KW - Highways KW - Highway Structures KW - Historic Sites KW - Navigation KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Rivers KW - Safety KW - Section 404(b) Statements KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Arkansas KW - Mississippi KW - Mississippi River KW - Intermodal Surface Transportation Act of 1991, 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/36419788?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-07-31&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+MISSISSIPPI+RIVER+CROSSING%2C+DESHA+COUNTY%2C+ARKANSAS+TO+BOLIVAR+COUNTY%2C+MISSISSIPPI.&rft.title=I-69+MISSISSIPPI+RIVER+CROSSING%2C+DESHA+COUNTY%2C+ARKANSAS+TO+BOLIVAR+COUNTY%2C+MISSISSIPPI.&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 - Draft. Preparation date: July 31, 2002 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - NJ ROUTE 52 RECONSTRUCTION PROJECT FROM ROUTE 9 IN SOMERS POINT, ATLANTIC COUNTY TO BAY AVENUE IN OCEAN CITY, CAPE MAY COUNTY, NEW JERSEY. AN - 36412661; 9445 AB - PURPOSE: The reconstruction of 2.8 miles of State Route (S.R.) 52 from S.R. 9 in Somers Point, Atlantic County, to Bay Avenue in Ocean City, Cape May County, New Jersey is proposed. S.R. 52 is a designated emergency evacuation route and part of the Coastal Evacuation System as well as a principal urban arterial in the National Highway System. The section of S.R. 52 between Route 9 and the existing traffic circle in Somers Point is approximately 0.6 miles in length. The causeway between the existing traffic circle in Somers Point and Ocean City, crossing Great Egg Harbor Bay, is approximately 2.2 miles in length. The causeway crossing the harbor is a four-lane, undivided highway on a low-level embankment with four structures. Two of the structures are of the low trestle design; the other two are bascule bridges, one crossing the Intracoastal Waterway near Ocean City and the other crossing Ship Channel ear Sommers Point. State authorities have determined that all four structures are in poor condition and must be reconstructed or replaced. Three alternatives, including a No-Build Alternative, are considered in this final EIS. The preferred alternative (Alternative 9) would employ a high fixed bridge over a realigned Ship Channel to cross the Intracoastal Waterway. New viaducts would be constructed over the other existing waterways. High fixed bridges with a minimum vertical clearance of 55 feet would be provided to cross the Ship Channel and the Intracoastal Waterway. Both channels would be realigned. The causeway would be placed completely on a structure. The project would include conversion of the Somers Point traffic circle into a four-legged signalized intersection with turn lanes in order to improve traffic operations and increase safety as well as the widening of MacArthur Boulevard in the Somers Point area from two to four lanes between the circle and its recently improved intersection with S.R. 9. Estimated construction and rights-of-way cost is $171.8 million. POSITIVE IMPACTS: The project would provide a safe, efficient facility for movement of persons and goods during normal travel conditions and evacuation of persons in the event of a hurricane. The preferred alternative would be built over the existing causeway embankment, avoiding extensive impacts to tidal wetlands and Green Acres lands and retaining fairly easy access to the tidal wetland islands for recreational fishing purposes. NEGATIVE IMPACTS: Foundation piles for the structures would penetrate high value clam habitat and a very limited area of tidal wetland. Dredging in the channels would result in temporary turbidity and would alter the location of the channels. The fill embankment areas would cause significant settlements, occurring over long periods of time and tending to lengthen the construction period and the required diversion of traffic. Some tidal wetland would be filled. Open recreational space adjacent to the existing rights-of-way would be displaced, and the structures would mar visual aesthetics in the area. The War Memorial Bridge over the Ship Channel, a historic structure, would be affected. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 01-0049D, Volume 25, Number 1. JF - EPA number: 020332, 387 pages, July 31, 2002 PY - 2002 KW - Roads and Railroads KW - Agency number: FHWA-NJ-EIS-00-01-F KW - Bridges KW - Channels KW - Dredging KW - Fish KW - Highways KW - Highway Structures KW - Historic Sites KW - Hurricanes KW - Open Space KW - Recreation Resources KW - Section 4(f) Statements KW - Visual Resources KW - Waterways KW - Wetlands KW - New Jersey KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36412661?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-07-31&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NJ+ROUTE+52+RECONSTRUCTION+PROJECT+FROM+ROUTE+9+IN+SOMERS+POINT%2C+ATLANTIC+COUNTY+TO+BAY+AVENUE+IN+OCEAN+CITY%2C+CAPE+MAY+COUNTY%2C+NEW+JERSEY.&rft.title=NJ+ROUTE+52+RECONSTRUCTION+PROJECT+FROM+ROUTE+9+IN+SOMERS+POINT%2C+ATLANTIC+COUNTY+TO+BAY+AVENUE+IN+OCEAN+CITY%2C+CAPE+MAY+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, West Trenton, New Jersey; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: July 31, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69, EVANSVILLE TO INDIANAPOLIS, INDIANA. [Part 1 of 11] T2 - I-69, EVANSVILLE TO INDIANAPOLIS, INDIANA. AN - 36388046; 9444-020331_0001 AB - PURPOSE: The construction of a freeway section, to be included in the Interstate 69 (I-69) transportation corridor, from Evansville to Indianapolis, Indiana is proposed. The northern terminus of the project corridor is I-465 on the south side of Indianapolis and the southern terminus is I-69 just north of Evansville. The project constitutes part of a larger national proposal to connect the three North American trading partners of Canada, the United States, and Mexico by means of an interstate highway located in the states of Michigan, Indiana, Kentucky, Tennessee, Mississippi, Arkansas, Louisiana, and Texas. The corridor has been divided into four segments for analysis, with two to eight action alternative alignments for each segment. Twelve overall alternatives and a No-Build Alternative are considered in this Tier 1 draft EIS. Estimated cost of the project ranges from $810 million to $1.76 billion, depending on the alternative chosen and the economic environment. POSITIVE IMPACTS: The project would improve the transportation linkage between Evansville and Indianapolis, improve personal accessibility for southwestern Indiana residents, reduce existing and forecasted traffic congestion on the highway network in southwestern Indiana, and reduce traffic safety problems in the region. In addition, the project would support regional economic development, support interstate and international movements of freight through the I-69 corridor, and connect I-69 to major intermodal facilities in southwestern Indiana. NEGATIVE IMPACTS: Rights-of-way requirements would displace up to 5,000 acres of farmland, 1,580 acres of forest, 190 acres of wetlands. Residential relocations would be necessary. Depending on the alternative selected, the project could affect ecosystems within the Patoka River National Wildlife Refuge, Tincher Special Area, Beanblossom Bottoms, Blue Springs Cavern, Martin State Forest, Flat Creek, and Prides Creek. All alternatives would generate traffic-related noise that would exceed federal standards at numerous sensitive receptors. There would be a high probability of potential impacts to water quality in karst areas. Habitat for six federally protected species could be affected. Alternatives that pass through certain areas of Daviess, Knox, Monroe, and Morgan counties could impact historic farmsteads and landscape features. 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.), National Highway Systems Designation Act of 1995, 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). JF - EPA number: 020331, Draft EIS--551 pages, Appendices--961 pages, Map Supplement, CD-ROM, July 31, 2002 PY - 2002 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-IN-EIS-02-01-D KW - Air Quality Assessments KW - Archaeological Sites Surveys KW - Economic Assessments KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Historic Sites Surveys KW - Impact Assessment Methodology KW - Noise Assessments KW - Noise Standards Violations KW - Preserves KW - Safety KW - Transportation KW - Transportation Surveys KW - Water Quality KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Act of 1991, Project Authorization KW - National Highway Systems Designation Act of 1995, Compliance KW - Transportation Equity Act for the 21st Century, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36388046?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-07-31&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69%2C+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA.&rft.title=I-69%2C+EVANSVILLE+TO+INDIANAPOLIS%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 - Draft. Preparation date: July 31, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69, EVANSVILLE TO INDIANAPOLIS, INDIANA. [Part 6 of 11] T2 - I-69, EVANSVILLE TO INDIANAPOLIS, INDIANA. AN - 36387993; 9444-020331_0006 AB - PURPOSE: The construction of a freeway section, to be included in the Interstate 69 (I-69) transportation corridor, from Evansville to Indianapolis, Indiana is proposed. The northern terminus of the project corridor is I-465 on the south side of Indianapolis and the southern terminus is I-69 just north of Evansville. The project constitutes part of a larger national proposal to connect the three North American trading partners of Canada, the United States, and Mexico by means of an interstate highway located in the states of Michigan, Indiana, Kentucky, Tennessee, Mississippi, Arkansas, Louisiana, and Texas. The corridor has been divided into four segments for analysis, with two to eight action alternative alignments for each segment. Twelve overall alternatives and a No-Build Alternative are considered in this Tier 1 draft EIS. Estimated cost of the project ranges from $810 million to $1.76 billion, depending on the alternative chosen and the economic environment. POSITIVE IMPACTS: The project would improve the transportation linkage between Evansville and Indianapolis, improve personal accessibility for southwestern Indiana residents, reduce existing and forecasted traffic congestion on the highway network in southwestern Indiana, and reduce traffic safety problems in the region. In addition, the project would support regional economic development, support interstate and international movements of freight through the I-69 corridor, and connect I-69 to major intermodal facilities in southwestern Indiana. NEGATIVE IMPACTS: Rights-of-way requirements would displace up to 5,000 acres of farmland, 1,580 acres of forest, 190 acres of wetlands. Residential relocations would be necessary. Depending on the alternative selected, the project could affect ecosystems within the Patoka River National Wildlife Refuge, Tincher Special Area, Beanblossom Bottoms, Blue Springs Cavern, Martin State Forest, Flat Creek, and Prides Creek. All alternatives would generate traffic-related noise that would exceed federal standards at numerous sensitive receptors. There would be a high probability of potential impacts to water quality in karst areas. Habitat for six federally protected species could be affected. Alternatives that pass through certain areas of Daviess, Knox, Monroe, and Morgan counties could impact historic farmsteads and landscape features. 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.), National Highway Systems Designation Act of 1995, 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). JF - EPA number: 020331, Draft EIS--551 pages, Appendices--961 pages, Map Supplement, CD-ROM, July 31, 2002 PY - 2002 VL - 6 KW - Roads and Railroads KW - Agency number: FHWA-IN-EIS-02-01-D KW - Air Quality Assessments KW - Archaeological Sites Surveys KW - Economic Assessments KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Historic Sites Surveys KW - Impact Assessment Methodology KW - Noise Assessments KW - Noise Standards Violations KW - Preserves KW - Safety KW - Transportation KW - Transportation Surveys KW - Water Quality KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Act of 1991, Project Authorization KW - National Highway Systems Designation Act of 1995, Compliance KW - Transportation Equity Act for the 21st Century, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36387993?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-07-31&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69%2C+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA.&rft.title=I-69%2C+EVANSVILLE+TO+INDIANAPOLIS%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 - Draft. Preparation date: July 31, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69, EVANSVILLE TO INDIANAPOLIS, INDIANA. [Part 11 of 11] T2 - I-69, EVANSVILLE TO INDIANAPOLIS, INDIANA. AN - 36387894; 9444-020331_0011 AB - PURPOSE: The construction of a freeway section, to be included in the Interstate 69 (I-69) transportation corridor, from Evansville to Indianapolis, Indiana is proposed. The northern terminus of the project corridor is I-465 on the south side of Indianapolis and the southern terminus is I-69 just north of Evansville. The project constitutes part of a larger national proposal to connect the three North American trading partners of Canada, the United States, and Mexico by means of an interstate highway located in the states of Michigan, Indiana, Kentucky, Tennessee, Mississippi, Arkansas, Louisiana, and Texas. The corridor has been divided into four segments for analysis, with two to eight action alternative alignments for each segment. Twelve overall alternatives and a No-Build Alternative are considered in this Tier 1 draft EIS. Estimated cost of the project ranges from $810 million to $1.76 billion, depending on the alternative chosen and the economic environment. POSITIVE IMPACTS: The project would improve the transportation linkage between Evansville and Indianapolis, improve personal accessibility for southwestern Indiana residents, reduce existing and forecasted traffic congestion on the highway network in southwestern Indiana, and reduce traffic safety problems in the region. In addition, the project would support regional economic development, support interstate and international movements of freight through the I-69 corridor, and connect I-69 to major intermodal facilities in southwestern Indiana. NEGATIVE IMPACTS: Rights-of-way requirements would displace up to 5,000 acres of farmland, 1,580 acres of forest, 190 acres of wetlands. Residential relocations would be necessary. Depending on the alternative selected, the project could affect ecosystems within the Patoka River National Wildlife Refuge, Tincher Special Area, Beanblossom Bottoms, Blue Springs Cavern, Martin State Forest, Flat Creek, and Prides Creek. All alternatives would generate traffic-related noise that would exceed federal standards at numerous sensitive receptors. There would be a high probability of potential impacts to water quality in karst areas. Habitat for six federally protected species could be affected. Alternatives that pass through certain areas of Daviess, Knox, Monroe, and Morgan counties could impact historic farmsteads and landscape features. 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.), National Highway Systems Designation Act of 1995, 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). JF - EPA number: 020331, Draft EIS--551 pages, Appendices--961 pages, Map Supplement, CD-ROM, July 31, 2002 PY - 2002 VL - 11 KW - Roads and Railroads KW - Agency number: FHWA-IN-EIS-02-01-D KW - Air Quality Assessments KW - Archaeological Sites Surveys KW - Economic Assessments KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Historic Sites Surveys KW - Impact Assessment Methodology KW - Noise Assessments KW - Noise Standards Violations KW - Preserves KW - Safety KW - Transportation KW - Transportation Surveys KW - Water Quality KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Act of 1991, Project Authorization KW - National Highway Systems Designation Act of 1995, Compliance KW - Transportation Equity Act for the 21st Century, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36387894?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-07-31&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69%2C+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA.&rft.title=I-69%2C+EVANSVILLE+TO+INDIANAPOLIS%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 - Draft. Preparation date: July 31, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69, EVANSVILLE TO INDIANAPOLIS, INDIANA. [Part 5 of 11] T2 - I-69, EVANSVILLE TO INDIANAPOLIS, INDIANA. AN - 36387891; 9444-020331_0005 AB - PURPOSE: The construction of a freeway section, to be included in the Interstate 69 (I-69) transportation corridor, from Evansville to Indianapolis, Indiana is proposed. The northern terminus of the project corridor is I-465 on the south side of Indianapolis and the southern terminus is I-69 just north of Evansville. The project constitutes part of a larger national proposal to connect the three North American trading partners of Canada, the United States, and Mexico by means of an interstate highway located in the states of Michigan, Indiana, Kentucky, Tennessee, Mississippi, Arkansas, Louisiana, and Texas. The corridor has been divided into four segments for analysis, with two to eight action alternative alignments for each segment. Twelve overall alternatives and a No-Build Alternative are considered in this Tier 1 draft EIS. Estimated cost of the project ranges from $810 million to $1.76 billion, depending on the alternative chosen and the economic environment. POSITIVE IMPACTS: The project would improve the transportation linkage between Evansville and Indianapolis, improve personal accessibility for southwestern Indiana residents, reduce existing and forecasted traffic congestion on the highway network in southwestern Indiana, and reduce traffic safety problems in the region. In addition, the project would support regional economic development, support interstate and international movements of freight through the I-69 corridor, and connect I-69 to major intermodal facilities in southwestern Indiana. NEGATIVE IMPACTS: Rights-of-way requirements would displace up to 5,000 acres of farmland, 1,580 acres of forest, 190 acres of wetlands. Residential relocations would be necessary. Depending on the alternative selected, the project could affect ecosystems within the Patoka River National Wildlife Refuge, Tincher Special Area, Beanblossom Bottoms, Blue Springs Cavern, Martin State Forest, Flat Creek, and Prides Creek. All alternatives would generate traffic-related noise that would exceed federal standards at numerous sensitive receptors. There would be a high probability of potential impacts to water quality in karst areas. Habitat for six federally protected species could be affected. Alternatives that pass through certain areas of Daviess, Knox, Monroe, and Morgan counties could impact historic farmsteads and landscape features. 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.), National Highway Systems Designation Act of 1995, 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). JF - EPA number: 020331, Draft EIS--551 pages, Appendices--961 pages, Map Supplement, CD-ROM, July 31, 2002 PY - 2002 VL - 5 KW - Roads and Railroads KW - Agency number: FHWA-IN-EIS-02-01-D KW - Air Quality Assessments KW - Archaeological Sites Surveys KW - Economic Assessments KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Historic Sites Surveys KW - Impact Assessment Methodology KW - Noise Assessments KW - Noise Standards Violations KW - Preserves KW - Safety KW - Transportation KW - Transportation Surveys KW - Water Quality KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Act of 1991, Project Authorization KW - National Highway Systems Designation Act of 1995, Compliance KW - Transportation Equity Act for the 21st Century, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36387891?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-07-31&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69%2C+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA.&rft.title=I-69%2C+EVANSVILLE+TO+INDIANAPOLIS%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 - Draft. Preparation date: July 31, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69, EVANSVILLE TO INDIANAPOLIS, INDIANA. [Part 2 of 11] T2 - I-69, EVANSVILLE TO INDIANAPOLIS, INDIANA. AN - 36379743; 9444-020331_0002 AB - PURPOSE: The construction of a freeway section, to be included in the Interstate 69 (I-69) transportation corridor, from Evansville to Indianapolis, Indiana is proposed. The northern terminus of the project corridor is I-465 on the south side of Indianapolis and the southern terminus is I-69 just north of Evansville. The project constitutes part of a larger national proposal to connect the three North American trading partners of Canada, the United States, and Mexico by means of an interstate highway located in the states of Michigan, Indiana, Kentucky, Tennessee, Mississippi, Arkansas, Louisiana, and Texas. The corridor has been divided into four segments for analysis, with two to eight action alternative alignments for each segment. Twelve overall alternatives and a No-Build Alternative are considered in this Tier 1 draft EIS. Estimated cost of the project ranges from $810 million to $1.76 billion, depending on the alternative chosen and the economic environment. POSITIVE IMPACTS: The project would improve the transportation linkage between Evansville and Indianapolis, improve personal accessibility for southwestern Indiana residents, reduce existing and forecasted traffic congestion on the highway network in southwestern Indiana, and reduce traffic safety problems in the region. In addition, the project would support regional economic development, support interstate and international movements of freight through the I-69 corridor, and connect I-69 to major intermodal facilities in southwestern Indiana. NEGATIVE IMPACTS: Rights-of-way requirements would displace up to 5,000 acres of farmland, 1,580 acres of forest, 190 acres of wetlands. Residential relocations would be necessary. Depending on the alternative selected, the project could affect ecosystems within the Patoka River National Wildlife Refuge, Tincher Special Area, Beanblossom Bottoms, Blue Springs Cavern, Martin State Forest, Flat Creek, and Prides Creek. All alternatives would generate traffic-related noise that would exceed federal standards at numerous sensitive receptors. There would be a high probability of potential impacts to water quality in karst areas. Habitat for six federally protected species could be affected. Alternatives that pass through certain areas of Daviess, Knox, Monroe, and Morgan counties could impact historic farmsteads and landscape features. 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.), National Highway Systems Designation Act of 1995, 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). JF - EPA number: 020331, Draft EIS--551 pages, Appendices--961 pages, Map Supplement, CD-ROM, July 31, 2002 PY - 2002 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-IN-EIS-02-01-D KW - Air Quality Assessments KW - Archaeological Sites Surveys KW - Economic Assessments KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Historic Sites Surveys KW - Impact Assessment Methodology KW - Noise Assessments KW - Noise Standards Violations KW - Preserves KW - Safety KW - Transportation KW - Transportation Surveys KW - Water Quality KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Act of 1991, Project Authorization KW - National Highway Systems Designation Act of 1995, Compliance KW - Transportation Equity Act for the 21st Century, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36379743?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-07-31&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69%2C+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA.&rft.title=I-69%2C+EVANSVILLE+TO+INDIANAPOLIS%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 - Draft. Preparation date: July 31, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69, EVANSVILLE TO INDIANAPOLIS, INDIANA. [Part 9 of 11] T2 - I-69, EVANSVILLE TO INDIANAPOLIS, INDIANA. AN - 36378476; 9444-020331_0009 AB - PURPOSE: The construction of a freeway section, to be included in the Interstate 69 (I-69) transportation corridor, from Evansville to Indianapolis, Indiana is proposed. The northern terminus of the project corridor is I-465 on the south side of Indianapolis and the southern terminus is I-69 just north of Evansville. The project constitutes part of a larger national proposal to connect the three North American trading partners of Canada, the United States, and Mexico by means of an interstate highway located in the states of Michigan, Indiana, Kentucky, Tennessee, Mississippi, Arkansas, Louisiana, and Texas. The corridor has been divided into four segments for analysis, with two to eight action alternative alignments for each segment. Twelve overall alternatives and a No-Build Alternative are considered in this Tier 1 draft EIS. Estimated cost of the project ranges from $810 million to $1.76 billion, depending on the alternative chosen and the economic environment. POSITIVE IMPACTS: The project would improve the transportation linkage between Evansville and Indianapolis, improve personal accessibility for southwestern Indiana residents, reduce existing and forecasted traffic congestion on the highway network in southwestern Indiana, and reduce traffic safety problems in the region. In addition, the project would support regional economic development, support interstate and international movements of freight through the I-69 corridor, and connect I-69 to major intermodal facilities in southwestern Indiana. NEGATIVE IMPACTS: Rights-of-way requirements would displace up to 5,000 acres of farmland, 1,580 acres of forest, 190 acres of wetlands. Residential relocations would be necessary. Depending on the alternative selected, the project could affect ecosystems within the Patoka River National Wildlife Refuge, Tincher Special Area, Beanblossom Bottoms, Blue Springs Cavern, Martin State Forest, Flat Creek, and Prides Creek. All alternatives would generate traffic-related noise that would exceed federal standards at numerous sensitive receptors. There would be a high probability of potential impacts to water quality in karst areas. Habitat for six federally protected species could be affected. Alternatives that pass through certain areas of Daviess, Knox, Monroe, and Morgan counties could impact historic farmsteads and landscape features. 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.), National Highway Systems Designation Act of 1995, 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). JF - EPA number: 020331, Draft EIS--551 pages, Appendices--961 pages, Map Supplement, CD-ROM, July 31, 2002 PY - 2002 VL - 9 KW - Roads and Railroads KW - Agency number: FHWA-IN-EIS-02-01-D KW - Air Quality Assessments KW - Archaeological Sites Surveys KW - Economic Assessments KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Historic Sites Surveys KW - Impact Assessment Methodology KW - Noise Assessments KW - Noise Standards Violations KW - Preserves KW - Safety KW - Transportation KW - Transportation Surveys KW - Water Quality KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Act of 1991, Project Authorization KW - National Highway Systems Designation Act of 1995, Compliance KW - Transportation Equity Act for the 21st Century, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36378476?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-07-31&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69%2C+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA.&rft.title=I-69%2C+EVANSVILLE+TO+INDIANAPOLIS%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 - Draft. Preparation date: July 31, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69, EVANSVILLE TO INDIANAPOLIS, INDIANA. [Part 4 of 11] T2 - I-69, EVANSVILLE TO INDIANAPOLIS, INDIANA. AN - 36378402; 9444-020331_0004 AB - PURPOSE: The construction of a freeway section, to be included in the Interstate 69 (I-69) transportation corridor, from Evansville to Indianapolis, Indiana is proposed. The northern terminus of the project corridor is I-465 on the south side of Indianapolis and the southern terminus is I-69 just north of Evansville. The project constitutes part of a larger national proposal to connect the three North American trading partners of Canada, the United States, and Mexico by means of an interstate highway located in the states of Michigan, Indiana, Kentucky, Tennessee, Mississippi, Arkansas, Louisiana, and Texas. The corridor has been divided into four segments for analysis, with two to eight action alternative alignments for each segment. Twelve overall alternatives and a No-Build Alternative are considered in this Tier 1 draft EIS. Estimated cost of the project ranges from $810 million to $1.76 billion, depending on the alternative chosen and the economic environment. POSITIVE IMPACTS: The project would improve the transportation linkage between Evansville and Indianapolis, improve personal accessibility for southwestern Indiana residents, reduce existing and forecasted traffic congestion on the highway network in southwestern Indiana, and reduce traffic safety problems in the region. In addition, the project would support regional economic development, support interstate and international movements of freight through the I-69 corridor, and connect I-69 to major intermodal facilities in southwestern Indiana. NEGATIVE IMPACTS: Rights-of-way requirements would displace up to 5,000 acres of farmland, 1,580 acres of forest, 190 acres of wetlands. Residential relocations would be necessary. Depending on the alternative selected, the project could affect ecosystems within the Patoka River National Wildlife Refuge, Tincher Special Area, Beanblossom Bottoms, Blue Springs Cavern, Martin State Forest, Flat Creek, and Prides Creek. All alternatives would generate traffic-related noise that would exceed federal standards at numerous sensitive receptors. There would be a high probability of potential impacts to water quality in karst areas. Habitat for six federally protected species could be affected. Alternatives that pass through certain areas of Daviess, Knox, Monroe, and Morgan counties could impact historic farmsteads and landscape features. 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.), National Highway Systems Designation Act of 1995, 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). JF - EPA number: 020331, Draft EIS--551 pages, Appendices--961 pages, Map Supplement, CD-ROM, July 31, 2002 PY - 2002 VL - 4 KW - Roads and Railroads KW - Agency number: FHWA-IN-EIS-02-01-D KW - Air Quality Assessments KW - Archaeological Sites Surveys KW - Economic Assessments KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Historic Sites Surveys KW - Impact Assessment Methodology KW - Noise Assessments KW - Noise Standards Violations KW - Preserves KW - Safety KW - Transportation KW - Transportation Surveys KW - Water Quality KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Act of 1991, Project Authorization KW - National Highway Systems Designation Act of 1995, Compliance KW - Transportation Equity Act for the 21st Century, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36378402?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-07-31&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69%2C+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA.&rft.title=I-69%2C+EVANSVILLE+TO+INDIANAPOLIS%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 - Draft. Preparation date: July 31, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69, EVANSVILLE TO INDIANAPOLIS, INDIANA. [Part 3 of 11] T2 - I-69, EVANSVILLE TO INDIANAPOLIS, INDIANA. AN - 36378184; 9444-020331_0003 AB - PURPOSE: The construction of a freeway section, to be included in the Interstate 69 (I-69) transportation corridor, from Evansville to Indianapolis, Indiana is proposed. The northern terminus of the project corridor is I-465 on the south side of Indianapolis and the southern terminus is I-69 just north of Evansville. The project constitutes part of a larger national proposal to connect the three North American trading partners of Canada, the United States, and Mexico by means of an interstate highway located in the states of Michigan, Indiana, Kentucky, Tennessee, Mississippi, Arkansas, Louisiana, and Texas. The corridor has been divided into four segments for analysis, with two to eight action alternative alignments for each segment. Twelve overall alternatives and a No-Build Alternative are considered in this Tier 1 draft EIS. Estimated cost of the project ranges from $810 million to $1.76 billion, depending on the alternative chosen and the economic environment. POSITIVE IMPACTS: The project would improve the transportation linkage between Evansville and Indianapolis, improve personal accessibility for southwestern Indiana residents, reduce existing and forecasted traffic congestion on the highway network in southwestern Indiana, and reduce traffic safety problems in the region. In addition, the project would support regional economic development, support interstate and international movements of freight through the I-69 corridor, and connect I-69 to major intermodal facilities in southwestern Indiana. NEGATIVE IMPACTS: Rights-of-way requirements would displace up to 5,000 acres of farmland, 1,580 acres of forest, 190 acres of wetlands. Residential relocations would be necessary. Depending on the alternative selected, the project could affect ecosystems within the Patoka River National Wildlife Refuge, Tincher Special Area, Beanblossom Bottoms, Blue Springs Cavern, Martin State Forest, Flat Creek, and Prides Creek. All alternatives would generate traffic-related noise that would exceed federal standards at numerous sensitive receptors. There would be a high probability of potential impacts to water quality in karst areas. Habitat for six federally protected species could be affected. Alternatives that pass through certain areas of Daviess, Knox, Monroe, and Morgan counties could impact historic farmsteads and landscape features. 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.), National Highway Systems Designation Act of 1995, 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). JF - EPA number: 020331, Draft EIS--551 pages, Appendices--961 pages, Map Supplement, CD-ROM, July 31, 2002 PY - 2002 VL - 3 KW - Roads and Railroads KW - Agency number: FHWA-IN-EIS-02-01-D KW - Air Quality Assessments KW - Archaeological Sites Surveys KW - Economic Assessments KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Historic Sites Surveys KW - Impact Assessment Methodology KW - Noise Assessments KW - Noise Standards Violations KW - Preserves KW - Safety KW - Transportation KW - Transportation Surveys KW - Water Quality KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Act of 1991, Project Authorization KW - National Highway Systems Designation Act of 1995, Compliance KW - Transportation Equity Act for the 21st Century, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36378184?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-07-31&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69%2C+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA.&rft.title=I-69%2C+EVANSVILLE+TO+INDIANAPOLIS%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 - Draft. Preparation date: July 31, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69, EVANSVILLE TO INDIANAPOLIS, INDIANA. [Part 7 of 11] T2 - I-69, EVANSVILLE TO INDIANAPOLIS, INDIANA. AN - 36375056; 9444-020331_0007 AB - PURPOSE: The construction of a freeway section, to be included in the Interstate 69 (I-69) transportation corridor, from Evansville to Indianapolis, Indiana is proposed. The northern terminus of the project corridor is I-465 on the south side of Indianapolis and the southern terminus is I-69 just north of Evansville. The project constitutes part of a larger national proposal to connect the three North American trading partners of Canada, the United States, and Mexico by means of an interstate highway located in the states of Michigan, Indiana, Kentucky, Tennessee, Mississippi, Arkansas, Louisiana, and Texas. The corridor has been divided into four segments for analysis, with two to eight action alternative alignments for each segment. Twelve overall alternatives and a No-Build Alternative are considered in this Tier 1 draft EIS. Estimated cost of the project ranges from $810 million to $1.76 billion, depending on the alternative chosen and the economic environment. POSITIVE IMPACTS: The project would improve the transportation linkage between Evansville and Indianapolis, improve personal accessibility for southwestern Indiana residents, reduce existing and forecasted traffic congestion on the highway network in southwestern Indiana, and reduce traffic safety problems in the region. In addition, the project would support regional economic development, support interstate and international movements of freight through the I-69 corridor, and connect I-69 to major intermodal facilities in southwestern Indiana. NEGATIVE IMPACTS: Rights-of-way requirements would displace up to 5,000 acres of farmland, 1,580 acres of forest, 190 acres of wetlands. Residential relocations would be necessary. Depending on the alternative selected, the project could affect ecosystems within the Patoka River National Wildlife Refuge, Tincher Special Area, Beanblossom Bottoms, Blue Springs Cavern, Martin State Forest, Flat Creek, and Prides Creek. All alternatives would generate traffic-related noise that would exceed federal standards at numerous sensitive receptors. There would be a high probability of potential impacts to water quality in karst areas. Habitat for six federally protected species could be affected. Alternatives that pass through certain areas of Daviess, Knox, Monroe, and Morgan counties could impact historic farmsteads and landscape features. 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.), National Highway Systems Designation Act of 1995, 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). JF - EPA number: 020331, Draft EIS--551 pages, Appendices--961 pages, Map Supplement, CD-ROM, July 31, 2002 PY - 2002 VL - 7 KW - Roads and Railroads KW - Agency number: FHWA-IN-EIS-02-01-D KW - Air Quality Assessments KW - Archaeological Sites Surveys KW - Economic Assessments KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Historic Sites Surveys KW - Impact Assessment Methodology KW - Noise Assessments KW - Noise Standards Violations KW - Preserves KW - Safety KW - Transportation KW - Transportation Surveys KW - Water Quality KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Act of 1991, Project Authorization KW - National Highway Systems Designation Act of 1995, Compliance KW - Transportation Equity Act for the 21st Century, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36375056?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-07-31&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69%2C+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA.&rft.title=I-69%2C+EVANSVILLE+TO+INDIANAPOLIS%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 - Draft. Preparation date: July 31, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69, EVANSVILLE TO INDIANAPOLIS, INDIANA. [Part /blobprod/objects_content/raw_input/EIS/epabundle/techbooks_updates/20080430//020331/020331_0010.txt of 11] T2 - I-69, EVANSVILLE TO INDIANAPOLIS, INDIANA. AN - 36372875; 9444-020331_0010 AB - PURPOSE: The construction of a freeway section, to be included in the Interstate 69 (I-69) transportation corridor, from Evansville to Indianapolis, Indiana is proposed. The northern terminus of the project corridor is I-465 on the south side of Indianapolis and the southern terminus is I-69 just north of Evansville. The project constitutes part of a larger national proposal to connect the three North American trading partners of Canada, the United States, and Mexico by means of an interstate highway located in the states of Michigan, Indiana, Kentucky, Tennessee, Mississippi, Arkansas, Louisiana, and Texas. The corridor has been divided into four segments for analysis, with two to eight action alternative alignments for each segment. Twelve overall alternatives and a No-Build Alternative are considered in this Tier 1 draft EIS. Estimated cost of the project ranges from $810 million to $1.76 billion, depending on the alternative chosen and the economic environment. POSITIVE IMPACTS: The project would improve the transportation linkage between Evansville and Indianapolis, improve personal accessibility for southwestern Indiana residents, reduce existing and forecasted traffic congestion on the highway network in southwestern Indiana, and reduce traffic safety problems in the region. In addition, the project would support regional economic development, support interstate and international movements of freight through the I-69 corridor, and connect I-69 to major intermodal facilities in southwestern Indiana. NEGATIVE IMPACTS: Rights-of-way requirements would displace up to 5,000 acres of farmland, 1,580 acres of forest, 190 acres of wetlands. Residential relocations would be necessary. Depending on the alternative selected, the project could affect ecosystems within the Patoka River National Wildlife Refuge, Tincher Special Area, Beanblossom Bottoms, Blue Springs Cavern, Martin State Forest, Flat Creek, and Prides Creek. All alternatives would generate traffic-related noise that would exceed federal standards at numerous sensitive receptors. There would be a high probability of potential impacts to water quality in karst areas. Habitat for six federally protected species could be affected. Alternatives that pass through certain areas of Daviess, Knox, Monroe, and Morgan counties could impact historic farmsteads and landscape features. 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.), National Highway Systems Designation Act of 1995, 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). JF - EPA number: 020331, Draft EIS--551 pages, Appendices--961 pages, Map Supplement, CD-ROM, July 31, 2002 PY - 2002 VL - /blobprod/objects_content/raw_input/EIS/epabundle/techbooks_updates/20080430//020331/020331_0010.txt KW - Roads and Railroads KW - Agency number: FHWA-IN-EIS-02-01-D KW - Air Quality Assessments KW - Archaeological Sites Surveys KW - Economic Assessments KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Historic Sites Surveys KW - Impact Assessment Methodology KW - Noise Assessments KW - Noise Standards Violations KW - Preserves KW - Safety KW - Transportation KW - Transportation Surveys KW - Water Quality KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Act of 1991, Project Authorization KW - National Highway Systems Designation Act of 1995, Compliance KW - Transportation Equity Act for the 21st Century, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36372875?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-07-31&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69%2C+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA.&rft.title=I-69%2C+EVANSVILLE+TO+INDIANAPOLIS%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 - Draft. Preparation date: July 31, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69, EVANSVILLE TO INDIANAPOLIS, INDIANA. [Part 8 of 11] T2 - I-69, EVANSVILLE TO INDIANAPOLIS, INDIANA. AN - 36372823; 9444-020331_0008 AB - PURPOSE: The construction of a freeway section, to be included in the Interstate 69 (I-69) transportation corridor, from Evansville to Indianapolis, Indiana is proposed. The northern terminus of the project corridor is I-465 on the south side of Indianapolis and the southern terminus is I-69 just north of Evansville. The project constitutes part of a larger national proposal to connect the three North American trading partners of Canada, the United States, and Mexico by means of an interstate highway located in the states of Michigan, Indiana, Kentucky, Tennessee, Mississippi, Arkansas, Louisiana, and Texas. The corridor has been divided into four segments for analysis, with two to eight action alternative alignments for each segment. Twelve overall alternatives and a No-Build Alternative are considered in this Tier 1 draft EIS. Estimated cost of the project ranges from $810 million to $1.76 billion, depending on the alternative chosen and the economic environment. POSITIVE IMPACTS: The project would improve the transportation linkage between Evansville and Indianapolis, improve personal accessibility for southwestern Indiana residents, reduce existing and forecasted traffic congestion on the highway network in southwestern Indiana, and reduce traffic safety problems in the region. In addition, the project would support regional economic development, support interstate and international movements of freight through the I-69 corridor, and connect I-69 to major intermodal facilities in southwestern Indiana. NEGATIVE IMPACTS: Rights-of-way requirements would displace up to 5,000 acres of farmland, 1,580 acres of forest, 190 acres of wetlands. Residential relocations would be necessary. Depending on the alternative selected, the project could affect ecosystems within the Patoka River National Wildlife Refuge, Tincher Special Area, Beanblossom Bottoms, Blue Springs Cavern, Martin State Forest, Flat Creek, and Prides Creek. All alternatives would generate traffic-related noise that would exceed federal standards at numerous sensitive receptors. There would be a high probability of potential impacts to water quality in karst areas. Habitat for six federally protected species could be affected. Alternatives that pass through certain areas of Daviess, Knox, Monroe, and Morgan counties could impact historic farmsteads and landscape features. 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.), National Highway Systems Designation Act of 1995, 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). JF - EPA number: 020331, Draft EIS--551 pages, Appendices--961 pages, Map Supplement, CD-ROM, July 31, 2002 PY - 2002 VL - 8 KW - Roads and Railroads KW - Agency number: FHWA-IN-EIS-02-01-D KW - Air Quality Assessments KW - Archaeological Sites Surveys KW - Economic Assessments KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Historic Sites Surveys KW - Impact Assessment Methodology KW - Noise Assessments KW - Noise Standards Violations KW - Preserves KW - Safety KW - Transportation KW - Transportation Surveys KW - Water Quality KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Act of 1991, Project Authorization KW - National Highway Systems Designation Act of 1995, Compliance KW - Transportation Equity Act for the 21st Century, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36372823?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-07-31&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69%2C+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA.&rft.title=I-69%2C+EVANSVILLE+TO+INDIANAPOLIS%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 - Draft. Preparation date: July 31, 2002 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - Sediment sources in an urbanizing, mixed land-use watershed AN - 16137104; 5434207 AB - The Issaquah Creek watershed is a rapidly urbanizing watershed of 144 km super(2) in western Washington, where sediment aggradation of the main channel and delivery of fine sediment into a large downstream lake have raised increasingly frequent concerns over flooding, loss of fish habitat, and degraded water quality. A watershed-scale sediment budget was evaluated to determine the relative effects of land-use practices, including urbanization, on sediment supply and delivery, and to guide management responses towards the most effective source-reduction strategies. Human activity in the watershed, particularly urban development, has caused an increase of nearly 50% in the annual sediment yield, now estimated to be 44 tonnes km super(-2) yr super(-1). The main sources of sediment in the watershed are landslides (50%), channel-bank erosion (20%), and road-surface erosion (15%). This assessment characterizes the role of human activity in mixed-use watersheds such as this, and it demonstrates some of the key processes, particularly enhanced stream-channel erosion, by which urban development alters sediment loads. JF - Journal of Hydrology (Amsterdam) AU - Nelson, E J AU - Booth, D B AD - King County Department of Transportation, Road Services Division, King Street Center M.S. KSC-TR-0231, 201 South Jackson Street, Seattle, WA 98104, USA, erin.nelson@metrokc.gov Y1 - 2002/07/30/ PY - 2002 DA - 2002 Jul 30 SP - 51 EP - 68 VL - 264 IS - 1-4 SN - 0022-1694, 0022-1694 KW - sediment sources KW - Pollution Abstracts; ASFA 3: Aquatic Pollution & Environmental Quality; ASFA 2: Ocean Technology Policy & Non-Living Resources; Water Resources Abstracts; Aqualine Abstracts KW - Land Use KW - Environmental Effects KW - Pollution (Environmental) KW - Urbanization KW - Man-induced effects KW - Freshwater KW - Water quality KW - Watersheds KW - Sediment control KW - USA, Washington KW - Accretion KW - Sediment Yield KW - Catchment areas KW - Sediment transport KW - Sediment/water system KW - Data Collections KW - Urban areas KW - Sediment Control KW - Catchment Areas KW - Data collections KW - Ecosystem disturbance KW - Land use KW - Sediments KW - USA, Washington, Issaquah Creek KW - Erosion KW - Sediment Load KW - Catchments KW - Aggradation KW - Q2 09264:Sediments and sedimentation KW - P 2000:FRESHWATER POLLUTION KW - SW 0870:Erosion and sedimentation KW - SW 2080:Watershed protection KW - AQ 00002:Water Quality KW - Q5 08521:Mechanical and natural changes UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16137104?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Aaqualine&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Journal+of+Hydrology+%28Amsterdam%29&rft.atitle=Sediment+sources+in+an+urbanizing%2C+mixed+land-use+watershed&rft.au=Nelson%2C+E+J%3BBooth%2C+D+B&rft.aulast=Nelson&rft.aufirst=E&rft.date=2002-07-30&rft.volume=264&rft.issue=1-4&rft.spage=51&rft.isbn=&rft.btitle=&rft.title=Journal+of+Hydrology+%28Amsterdam%29&rft.issn=00221694&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2002-12-01 N1 - Last updated - 2014-05-07 N1 - SubjectsTermNotLitGenreText - Erosion; Urbanization; Man-induced effects; Sediment transport; Watersheds; Sediments; Land use; Catchments; Water quality; Ecosystem disturbance; Accretion; Pollution (Environmental); Catchment areas; Data collections; Sediment control; Sediment/water system; Urban areas; Environmental Effects; Land Use; Sediment Control; Sediment Yield; Catchment Areas; Sediment Load; Aggradation; Data Collections; USA, Washington; USA, Washington, Issaquah Creek; Freshwater ER - TY - RPRT T1 - I-96/AIRPORT AREA ACCESS STUDY, KENT COUNTY, MICHIGAN. AN - 36422361; 9437 AB - PURPOSE: The implementation of transportation improvements in the area surrounding the Gerald R. Ford International Airport near Interstate 96 (I-96) in Kent County, Michigan is proposed. The area surrounding the airport (formerly the Kent County International Airport) is the regions largest concentration of employment and economic activity. Employment and economic activity in the region served by the airport, which includes Kent, Ottawa Allegan, and Muskegon counties, increased rapidly between 1984 and 1994 and commercial and industrial growth is project to continue at its current average annual rate of nine percent. Though a series of transportation improvements were made to the existing roadway system in recent years, these have not been able to keep page with escalating travel demand generated by population growth, employment, and economic activity. The proposed project is designed to improve access to I-96, the airport, and the area surrounding the airport. In addition to the No Build Alternative and a transportation system management TSM alternative, the draft EIS considered three build alternatives, and one improvement that would be necessary under any build alternative. Build alternatives include: 1) extension of 36th Street from its intersection with Kraft Avenue to Thornapple River Drive as a two- and four-lane; 2) construction of a full interchange between I-96 and the 36th Street Extension, involving relocation of the westbound lanes of I-96 between Kraft Avenue and Thornapple River Drive adjacent to the eastbound lanes of the freeway; and 3) construction of two new ramps and a new collector/distributor road system at the I-96 /Patterson Avenue/ 28th Street (Michigan 11) interchange. Regardless of the build alternative selected, the project would involve a major physical improvement at the intersection of Patterson Avenue and 28th Street. The alternative recommended in this abbreviated final EIS is Alternative 2. Cost of the TSM alternative is estimated at $1.3 million. Cost estimates of the build alternatives at the stage of the draft EIS ranged from $20.2 million to $51.8 million. Cost of the improvements to the I-96/Patterson Avenue/ 28th Street (Michigan 11) interchange, to be implemented under any build alternative, is estimated at $34.4 million. The currently estimated cost of the preferred alternative is approximately $58.0 million. POSITIVE IMPACTS: The project would enhance accessibility to and from I-96 and the airport, enhance circulation around the airport, improve accessibility to the commercial district in the area, and improve accessibility to major employment centers. NEGATIVE IMPACTS: Depending on the build alternative considered, the project would result in the displacement of up to two residences, up to one institution, and up to two commercial units and six industrial units. From 1,180 to 2,230 linear feet of perennial stream would be altered. From 13.9 to 35.5 acres of woodland would be displaced. Noise levels in excess of federal standards would affect up to six receptors. One to three archaeological sites could be disturbed, and one historically significant architectural site would be affected. Two federal protected species could be impacted. Construction activities would encounter seven to nine contaminated sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 01-0189D, Volume 25, Number 2. JF - EPA number: 020324, Final EIS--185 pages and maps, Draft EIS--385 pages and maps, July 26, 2002 PY - 2002 KW - Roads and Railroads KW - Agency number: FHWA-MI-EIS-00-01-F KW - Airports KW - Archaeological Sites KW - Cost Assessments KW - Employment KW - Endangered Species (Animals) KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Impact Monitoring Plans KW - Relocations-Property Acquisitions KW - Roads KW - Soils Surveys KW - Streams KW - Traffic Analyses KW - Transportation KW - Wildlife Surveys KW - Michigan 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/36422361?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-07-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-96%2FAIRPORT+AREA+ACCESS+STUDY%2C+KENT+COUNTY%2C+MICHIGAN.&rft.title=I-96%2FAIRPORT+AREA+ACCESS+STUDY%2C+KENT+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: July 26, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - RIVERSIDE COUNTY INTEGRATED PROJECT: ROUTE LOCATION AND RIGHT-OF-WAY PRESERVATION FOR A NEW MULTI-MODAL TRANSPORTATION FACILITY IN THE WINCHESTER TO TEMECULA CORRIDOR, RIVERSIDE COUNTY, CALIFORNIA. AN - 36416182; 9418 AB - PURPOSE: The preservation of rights-of-way for one municipal transportation corridor in Riverside County, California is proposed. The north-south multimodal corridor extends from Winchester to Temecula in the western portion of the county. Rapid land use conversion from vacant and agricultural land to developed subdivisions and commercial properties has outpaced improvements to the transportation infrastructure in this portion of the county. Seven corridor alternatives and a No-Build Alternative are considered in this draft EIS. Once the preferred corridor is selected, development would likely provide three mixed flow lanes in each direction, one high-occupancy vehicle (HOV) lane in each direction, shoulders built to California Department of Transportation standards for freeways, medians of standard widths, an exclusive transitway for either rail or bus use, buffer areas for utilities, and interchanges to provide access to intersecting freeways. All of the build alternatives could provide transit service on the HOV lanes or on a dedicated transitway for bus or rail transit. The actual facility type and configuration would be determined following Tier 2 analysis and additional public involvement. POSITIVE IMPACTS: Developments within the selected rights-of-way corridor would provide transportation support to a rapidly growing area within the county. Travel time and congestion would decrease significantly. NEGATIVE IMPACTS: Preservation of the rights-of-way would require eventual displacement of 304 to 1,261 acres of farmland, 22 to 475 parcels of private property, 34 to 468 buildings, up to seven schools, and, possibly, one park. Vegetation and the associated wildlife habitat, along with aquatic habitat, would be displaced; federally protected species could be affected. Portions of the Santa Margarita Ecological Reserve and one cultural site would lie within the bandwidth of one alternative. Planned developments would alter floodplain capacity, hydrology, and water quality within the corridor. Air quality within the corridor would decline significantly, particularly with respect to levels of carbon monoxide and nitrous oxides. Noise levels would exceed federal standards in the vicinity of numerous sensitive receptors. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance nd Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 020305, 821 pages and maps, July 11, 2002 PY - 2002 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-02-05-D KW - Biologic Assessments KW - Cultural Resources KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Floodplains KW - Highways KW - Highway Structures KW - Hydrology KW - Noise Standards Violations KW - Preserves KW - Rapid Transit Systems KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Schools KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Transportation KW - Vegetation KW - Water Quality KW - Wetlands KW - Wildlife Habitat KW - California KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36416182?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-07-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=RIVERSIDE+COUNTY+INTEGRATED+PROJECT%3A+ROUTE+LOCATION+AND+RIGHT-OF-WAY+PRESERVATION+FOR+A+NEW+MULTI-MODAL+TRANSPORTATION+FACILITY+IN+THE+WINCHESTER+TO+TEMECULA+CORRIDOR%2C+RIVERSIDE+COUNTY%2C+CALIFORNIA.&rft.title=RIVERSIDE+COUNTY+INTEGRATED+PROJECT%3A+ROUTE+LOCATION+AND+RIGHT-OF-WAY+PRESERVATION+FOR+A+NEW+MULTI-MODAL+TRANSPORTATION+FACILITY+IN+THE+WINCHESTER+TO+TEMECULA+CORRIDOR%2C+RIVERSIDE+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sacramento, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: July 11, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - RIVERSIDE COUNTY INTEGRATED PROJECT: ROUTE LOCATION AND RIGHT-OF-WAY PRESERVATION FOR A NEW MULTI-MODAL TRANSPORTATION FACILITY IN THE HEMET TO CORONA/LAKE ELSINORE CORRIDOR, RIVERSIDE COUNTY, CALIFORNIA. AN - 36408861; 9419 AB - PURPOSE: The preservation of rights-of-way for one municipal transportation corridor in Riverside County, California is proposed. The east-west multimodal corridor extends from Hemet to the Corona/Lake Elsinore area in the western portion of the county. Rapid land use conversion from vacant and agricultural land to developed subdivisions and commercial properties has outpaced improvements to the transportation infrastructure in this portion of the county. Thirteen corridor alternatives and a No-Build Alternative are considered in this draft EIS. Once the preferred corridor is selected, development would likely provide three mixed flow lanes in each direction, one high-occupancy vehicle (HOV) lane in each direction, shoulders built to California Department of Transportation standards for freeways, medians of standard widths, an exclusive transitway for either rail or bus use, buffer areas for utilities, and interchanges to provide access to intersecting freeways. All of the build alternatives could provide transit service on the HOV lanes or on a dedicated transitway for bus or rail transit. The actual facility type and configuration would be determined following Tier 2 analysis and additional public involvement. POSITIVE IMPACTS: Developments within the selected rights-of-way corridor would provide transportation support to a rapidly growing area within the county. Travel time and congestion would decrease significantly. NEGATIVE IMPACTS: Preservation of the rights-of-way would require eventual displacement of 310 to 1,908 acres of farmland, 165 to 727 parcels of private property, 68 to 868 buildings, potentially, several schools and recreational and wildlife refuge and reserve land. Vegetation and the associated wildlife habitat, along with aquatic habitat, would be displaced; federally protected species could be affected. Portions of the Santa Margarita Ecological Reserve and up to 38 archaeological and 35 historic sites would lie within the bandwidth of the rights-of-way. Planned developments would alter floodplain capacity, hydrology, and water quality within the corridor. Air quality within the corridor would decline significantly, particularly with respect to levels of carbon monoxide, reactive organic compounds, and nitrous oxides. Noise levels would exceed federal standards in the vicinity of numerous sensitive receptors. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance nd Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 020306, Draft EIS--601 pages and maps, Appendices--261 pages and maps, July 11, 2002 PY - 2002 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-02-04-D KW - Biologic Assessments KW - Cultural Resources KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Floodplains KW - Highways KW - Highway Structures KW - Hydrology KW - Noise Standards Violations KW - Preserves KW - Rapid Transit Systems KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Schools KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Transportation KW - Vegetation KW - Water Quality KW - Wetlands KW - Wildlife Habitat KW - California KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36408861?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-07-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=RIVERSIDE+COUNTY+INTEGRATED+PROJECT%3A+ROUTE+LOCATION+AND+RIGHT-OF-WAY+PRESERVATION+FOR+A+NEW+MULTI-MODAL+TRANSPORTATION+FACILITY+IN+THE+HEMET+TO+CORONA%2FLAKE+ELSINORE+CORRIDOR%2C+RIVERSIDE+COUNTY%2C+CALIFORNIA.&rft.title=RIVERSIDE+COUNTY+INTEGRATED+PROJECT%3A+ROUTE+LOCATION+AND+RIGHT-OF-WAY+PRESERVATION+FOR+A+NEW+MULTI-MODAL+TRANSPORTATION+FACILITY+IN+THE+HEMET+TO+CORONA%2FLAKE+ELSINORE+CORRIDOR%2C+RIVERSIDE+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sacramento, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: July 11, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - U.S. 321 IMPROVEMENTS PROJECT, CALDWELL AND WATAUGA COUNTIES, NORTH CAROLINA (FEDERAL AID NO. NHF - 321(1); STATE PROJECT NO. 6.793001T /TIP NO. R-2237C). AN - 36412852; 9410 AB - PURPOSE: The improvement of 4.3 miles of U.S. 321 from Blackbery Road north to U.S. 221 in Blowing Rock in Caldwell and Watauga counties, North Carolina is proposed. The portion of this segment that runs through Blowing Rock is currently characterized by heavy congestion during peak hours and, occasionally at other times, and a higher than normal accident rate. Six alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternatives include widening of U.S. 321 along its current alignment and four bypass alternatives. Two of the bypass alternatives would provide a highway through the east side of Blowing Rock, while the other two would follow alignments outside the town, following the Blue Ridge escarpment to a tunnel under the Blue Ridge Parkway. With one exception, all alternatives call for widening the highway from two to four lanes and providing for a design speed of 50 miles per hour (mph) and a posted speed of 45 mph. In the town of Blowing Rock, the alternative that would involve simply widening the existing facility would have a design speed of 45 mph and a posted speed of 35 mph. To address the steep terrain in the project area, retaining walls are an important characteristic of all build alternatives. All bypass alternatives would include a four-foot flush median; the widening alternative would provide for such a median south of Blowing Rock, no median south of U.S. 321 Business, and a 16-foot landscaped median north of U.S. 321 Business. Estimated costs of the bypass alternatives range from $75.1 million to $250.3 million; cost of the widening alternative is estimated at $45.9 million. POSITIVE IMPACTS: Any build alternative would meet the need to relieve congestion and improve safety within the corridor. Any bypass alternative would remove through traffic from the center of Blowing Rock, vastly enhancing the movement of local and through traffic. NEGATIVE IMPACTS: Depending on the alternative selected, rights-of-way requirements would result in the displacement of six to 24 residences and one to eight businesses, 27 to 93 acres of vegetation and the associated wildlife habitat, and up to 0.09 acre of wetlands. Habitat for the federally protected Heller's blazing star could be affected. The facility would cross two to 13 streams via culverts and up to 14 streams via bridges, and small areas of floodplain would be displaced. Removal of through traffic from Blowing Rock via a bypass would reduce trade for some businesses along the corridor. All alternatives would have visual impacts on communities along the corridor. Traffic-generated noise levels would exceed federal standards in the vicinity of four to 28 sensitive receptors, and up to 32 such receptors would experience a significant increase in noise levels. The widening alternative would adversely affect the Green Park Historic District and Green Park Inn, and two bypass alternatives would impact the Blue Ridge Parkway. Two bypass alternatives would require the removal of two structures in and alteration of the entrance to the Blowing Rock Assembly Grounds. LEGAL MANDATES: Department of Transportation Act of 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). JF - EPA number: 020297, 465 pages and maps, July 9, 2002 PY - 2002 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-02- D KW - Bridges KW - Endangered Species (Plants) KW - Floodplains KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Noise Standards Violations KW - Parks KW - Relocation Plans KW - Section 4(f) Statements KW - Streams KW - Transportation KW - Visual Resources KW - Wildlife Habitat KW - Vegetation KW - Wetlands KW - North Carolina KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36412852?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-07-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=U.S.+321+IMPROVEMENTS+PROJECT%2C+CALDWELL+AND+WATAUGA+COUNTIES%2C+NORTH+CAROLINA+%28FEDERAL+AID+NO.+NHF+-+321%281%29%3B+STATE+PROJECT+NO.+6.793001T+%2FTIP+NO.+R-2237C%29.&rft.title=U.S.+321+IMPROVEMENTS+PROJECT%2C+CALDWELL+AND+WATAUGA+COUNTIES%2C+NORTH+CAROLINA+%28FEDERAL+AID+NO.+NHF+-+321%281%29%3B+STATE+PROJECT+NO.+6.793001T+%2FTIP+NO.+R-2237C%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 - Draft. Preparation date: July 9, 2002 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 - 36410636; 9404 AB - PURPOSE: The implementation of transit system enhancements within the 24-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. The corridor is bounded by the Potomac River on the north and U.S. 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, are considered in this draft EIS, which also address 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 coridor, from Tysons Corner to Route 772. A phased implementation of the plan could be undertaken, under which both Metrorail and BRT services improvements would be implemented initially and the latter would be gradually replaced by Metrorail service. Capital costs of the BRT, Metrorail, BRT /Merorail, and phased implementation alternatives are estimated at $489.4 million, $3.2 billion, $1.5 billion, and $3.5 billion, respectively. 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. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of two to six businesses and four to 89 commercial properties and require displacement of portions of up to eight residential properties. Project requirements would affect 96 to 176 linear feet of stream, 0.12 to 1.22 acres of wetlands, and two to six floodplains. System facilities would have significant visual impacts in the vicinity of Tysons Corner. Construction activities would encounter three to 31 hazardous materials sites. Noise generated by the system would increase noise levels significantly six to 15 neighborhoods, though noise control measures would reduce noise to levels falling within federal standards. Three to four historic properties would suffer minor impacts. 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). JF - EPA number: 020291, Volume I--682 pages, Volume II--178 pages, July 3, 2002 PY - 2002 KW - Roads and Railroads KW - Floodplains KW - Hazardous Materials KW - Historic Sites KW - Noise KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Streams KW - Transportation 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/36410636?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-07-03&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 - Draft. Preparation date: July 3, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE 69 (CORRIDOR 18), SEGMENT OF INDEPENDENT UTILITY #7 FROM THE U.S. 412/U.S. 51 INTERCHANGE TO THE U.S. FULTON BYPASS/PURCHASE PARKWAY INTERCHANGE, DYER AND OBION COUNTIES, TENNESSEE AND FULTON COUNTY, KENTUCKY. AN - 36398550; 9405 AB - PURPOSE: The improvement of approximately 47 miles of U.S. 51 (State Route (SR)) 3 from its interchange with U.S. 412 (SR 20) in Dyer County, Tennessee north to its interchange with the U.S. 51 Bypass and Purchase Parkway (U.S. 45E) in Obion County, Kentucky is proposed. The project would constitute a segment of Corridor 18, a congressionally designated High Priority transportation corridor, which extends from the U.S./Canada border in Michigan to the U.S. /Mexico border in the Rio Grande Valley, and would be designated as Interstate 69 (I-69). Portions of the roadway would be constructed on new location, while other portions would follow existing U.S. 51. A No-Build Alternative and six build alternatives are considered in this final EIS. Each build alternative has two distinct segments, specifically, a fully access-controlled segment from the U.S. 51/U.S. 412 interchange north of Dyersburg north to a point south of Troy, Tennessee and a segment of roadway from south of Troy to the end of the project in Fulton. The preferred alternative has been developed since the publication of the draft EIS. Depending on the alternative considered, the estimated cost of the project ranges from $124.9 million to $167.5 million. The cost of the selected alternative is estimated at $124.9 million. POSITIVE IMPACTS: The project would advance the completion of Corridor 18 by completing Segment 7 of Independent Utility of the corridor. The improvement of the facility would improve international and interstate trade and otherwise facilitate economic development. The improved highway would provide an interstate-level facility linking the project area to I-155 at Dyersburg, I-55 and I-155 at Memphis, Tennessee and East Memphis, Arkansas, and I-157 north of Cairo, Illinois. The facility would link ten east-west interstate routes and six north-south interstate routes. It would also link ten urban areas, while reducing the level of truck and other through traffic traveling on existing U.S. 51, particularly in the vicinity of Union City. NEGATIVE IMPACTS: Rights-of-way requirements for the preferred alternative would result in the displacement of 18 residences and four commercial establishments, 518 acres of farmland, 26,2 acres of floodplain, and 5.67 acres of wetlands. One historic site would be affected. Traffic-generated noise levels would exceed federal standards in the vicinity of 55 residences and, possibly, one private park site, which could also be affected by loss of property. One to three hazardous waste sites could be encountered during construction. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991, 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), Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 01-0458D, Volume 25, Number 4. JF - EPA number: 020292, 289 pages and maps, July 3, 2002 PY - 2002 KW - Roads and Railroads KW - Agency number: FHWA-TN-EIS-01-01-F KW - Farmlands KW - Floodplains KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Parks KW - Relocations-Property Acquisitions KW - Section 106 Statements KW - Wetlands KW - Kentucky KW - Tennessee KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - National Historic Preservation Act of 1966, Historic Sites KW - Transportation Equity Act of 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/36398550?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-07-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+69+%28CORRIDOR+18%29%2C+SEGMENT+OF+INDEPENDENT+UTILITY+%237+FROM+THE+U.S.+412%2FU.S.+51+INTERCHANGE+TO+THE+U.S.+FULTON+BYPASS%2FPURCHASE+PARKWAY+INTERCHANGE%2C+DYER+AND+OBION+COUNTIES%2C+TENNESSEE+AND+FULTON+COUNTY%2C+KENTUCKY.&rft.title=INTERSTATE+69+%28CORRIDOR+18%29%2C+SEGMENT+OF+INDEPENDENT+UTILITY+%237+FROM+THE+U.S.+412%2FU.S.+51+INTERCHANGE+TO+THE+U.S.+FULTON+BYPASS%2FPURCHASE+PARKWAY+INTERCHANGE%2C+DYER+AND+OBION+COUNTIES%2C+TENNESSEE+AND+FULTON+COUNTY%2C+KENTUCKY.&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 - Final. Preparation date: July 3, 2002 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - Highway Intermodal Freight Transportation: A Policy and Administration Challenge for the New Millennium AN - 60550697; 200308536 AB - This article provides an overview of factors influencing highway intermodal freight transportation planning & policy in the US. The article provides examples of state & local initiatives to manage or balance the increasing highway transportation of freight with decreasing system capacity. It also identifies important trends in commerce affecting intermodal freight transportation planning & policy making at the millennium. 1 Table, 3 Figures, 1 Appendix, 17 References. Adapted from the source document. JF - The Review of Policy Research AU - Field, Mary AD - Transportation Studies Division, Office of Policy, US Dept Transportation/Federal Highway Administration, Washington, DC Y1 - 2002/07// PY - 2002 DA - July 2002 SP - 33 EP - 50 VL - 19 IS - 2 SN - 1541-132X, 1541-132X KW - intermodal freight transportation KW - Infrastructure KW - Policy Making KW - Transportation KW - Trade KW - Planning KW - United States of America KW - Public Policy KW - Highways KW - article KW - 9261: public policy/administration; public policy UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/60550697?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Awpsa&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=The+Review+of+Policy+Research&rft.atitle=Highway+Intermodal+Freight+Transportation%3A+A+Policy+and+Administration+Challenge+for+the+New+Millennium&rft.au=Field%2C+Mary&rft.aulast=Field&rft.aufirst=Mary&rft.date=2002-07-01&rft.volume=19&rft.issue=2&rft.spage=33&rft.isbn=&rft.btitle=&rft.title=The+Review+of+Policy+Research&rft.issn=1541132X&rft_id=info:doi/ LA - English DB - Worldwide Political Science Abstracts N1 - Date revised - 2007-04-01 N1 - Last updated - 2016-09-28 N1 - SubjectsTermNotLitGenreText - Transportation; Highways; Infrastructure; Public Policy; Planning; Trade; United States of America; Policy Making ER - TY - JOUR T1 - Highway-affecting landslides of the Snake River canyon; Part III, Blue Trail Slide AN - 51986329; 2003-040157 JF - Wyoming Geo-Notes AU - Hager, G Michael AU - Dahill, James M AU - Turner, John P Y1 - 2002/07// PY - 2002 DA - July 2002 SP - 30 EP - 33 PB - Geological Survey of Wyoming, Laramie, WY VL - 74 SN - 8756-0348, 8756-0348 KW - United States KW - technology KW - Blue Trail landslide KW - geologic hazards KW - Bridgerton National Forest KW - damage KW - Wyoming KW - landslides KW - Snake River canyon KW - mitigation KW - safety KW - mass movements KW - aerial photography KW - roads KW - remote sensing KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51986329?accountid=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=Wyoming+Geo-Notes&rft.atitle=Highway-affecting+landslides+of+the+Snake+River+canyon%3B+Part+III%2C+Blue+Trail+Slide&rft.au=Hager%2C+G+Michael%3BDahill%2C+James+M%3BTurner%2C+John+P&rft.aulast=Hager&rft.aufirst=G&rft.date=2002-07-01&rft.volume=74&rft.issue=&rft.spage=30&rft.isbn=&rft.btitle=&rft.title=Wyoming+Geo-Notes&rft.issn=87560348&rft_id=info:doi/ LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2003-01-01 N1 - Number of references - 2 N1 - PubXState - WY N1 - Document feature - illus. incl. sect., sketch map N1 - Last updated - 2012-06-07 N1 - SubjectsTermNotLitGenreText - aerial photography; Blue Trail landslide; Bridgerton National Forest; damage; geologic hazards; landslides; mass movements; mitigation; remote sensing; roads; safety; Snake River canyon; technology; United States; Wyoming ER - TY - RPRT T1 - INTERSTATE 880/92 INTERCHANGE RECONSTRUCTION ON INTERSTATE 880 FROM WINTON AVENUE TO TENNYSON ROAD ON ROUTE 92 FROM HESPERIAN BOULEVARD TO SANTA CLARA STREET, CITY OF HAYWARD, ALAMEDA COUNTY, CALIFORNIA (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL STATEMENT OF MAY 1997). AN - 36419652; 9398 AB - PURPOSE: The reconstruction of the Interstate 880 (I-880)/Route 92 interchange in Hayward, California, is proposed. The existing interchange is inadequate in terms of both traffic capacity and geometric design to accommodate current and future traffic volumes. One of the major drawbacks associated with a four-quadrant interchange is the weaving conflicts inherent in the design. The off- and on-ramps merge together within a short section adjacent to the freeway, resulting in weaving conflicts and constrained capacity for vehicles entering and exiting the interchange. The existing four quadrant cloverleaf interchange would be replaced by a new interchange, with direct connectors (flyovers) from Route 92 eastbound to I-880 northbound and from Route 92 westbound to I-880 southbound. Other improvements would include auxiliary lanes on I-880 north and south of Route 92, a new pedestrian overcrossing, and provision for the future construction of traffic operation system improvements such as high-occupancy-vehicle lanes and ramp metering. Three alternatives, including a No-Build Alternative, were considered in the draft EIS of May 1997. The two build alternatives are identical in terms of interchange geometrics. Alternative 2D would differ only from 2C in that it would involve a westward shift of I-880 north of the interchange for a distance of about 3,000 feet, and includes an auxiliary lane on southbound I-880 between Winton Avenue and Route 92 westbound off-ramp. A fourth alternative (Alternative H) has been added since the publication of the draft EIS. This supplement to the draft EIS addresses impacts of alternative H and reviews impacts of the other alternatives. Ten scenarios for Alternative H, differing in the number of lanes, merge points, turn movements, and ramp metering, were examined to determine the configuration that would provide optimum traffic operations. Costs of alternatives 2C, 2D, and H are estimated at $121.4 million, $118.7 million, and $107 million, respectively. Total costs, including support costs, are estimated at $134 million for Alternative H and over $150 million for either Alternative 2C or 2D. POSITIVE IMPACTS: The new interchange would relieve traffic congestion that occurs during the hours of peak traffic volume, reduce or eliminate the need for drivers to use diversion routes to avoid the interchange, provide additional roadway capacity, and improve traffic safety and operations. NEGATIVE IMPACTS: The rights-of-way requirements would displace up to 57 single-family homes. The construction activities would result in an increase of sedimentation loads in area streams and an increase in noise levels. Once the new interchange was operational, nearby residences would experience an increase in noise levels. Some landscaped freeway sections would not be retained, resulting in adverse visual impacts. Three small jurisdictional wetlands, covering a total of 0.326 acres, would be filled. 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 97-0218 Volume 21, Number 3. JF - EPA number: 020285, 387 pages and maps, July 1, 2002 PY - 2002 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-95-2-DS KW - Highway Structures KW - Highways KW - Noise KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Socioeconomic Assessments KW - Traffic Analyses KW - Visual Resources KW - Visual Resources Surveys KW - Water Quality KW - California KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36419652?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-07-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+880%2F92+INTERCHANGE+RECONSTRUCTION+ON+INTERSTATE+880+FROM+WINTON+AVENUE+TO+TENNYSON+ROAD+ON+ROUTE+92+FROM+HESPERIAN+BOULEVARD+TO+SANTA+CLARA+STREET%2C+CITY+OF+HAYWARD%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+STATEMENT+OF+MAY+1997%29.&rft.title=INTERSTATE+880%2F92+INTERCHANGE+RECONSTRUCTION+ON+INTERSTATE+880+FROM+WINTON+AVENUE+TO+TENNYSON+ROAD+ON+ROUTE+92+FROM+HESPERIAN+BOULEVARD+TO+SANTA+CLARA+STREET%2C+CITY+OF+HAYWARD%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+STATEMENT+OF+MAY+1997%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sacramento, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: July 1, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ROUTES 54, 19, AND 107, AUDRAIN, MONROE, PIKE, AND RALLS COUNTIES IN MISSOURI: MEXICO TO BOWLING GREEN, MEXICO TO NEW LONDON, (JOB NO. J3P0533). AN - 36419605; 9406 AB - PURPOSE: The improvement of State Routes 54, 19, and 107 between New London and Bowling Green on the east of Mexico and Mark Twain Lake on the west in Audrain, Monroe, Pike, and Falls counties, Missouri is proposed. Routes 54 and 19 are principal arterial highways providing important links for interstate service between Missouri, Iowa, and Illinois and connecting metropolitan areas and recreational resources throughout Missouri. Traffic forecasts indicate that average daily traffic on Route 54 will double by 2025, the design year for the project. From 1990 through 1994, accident rates for some segments of Routes 54 and 19 were well above state averages for such facilities. Four build alternatives and a No-Build Alternative are considered in this draft EIS. The range of action alternatives includes widening Routes 54 and 19 to four lanes, with a median, both on new alignment and adjacent to the existing roadways, improving Route 154, and extending Route 107 south along Routes E, D, and O. Bypasses around five area communities are also considered. The preferred alternative (System Alternative 3) would provide for a four-lane facility following the existing Route 54 alignment between Bowling Green and Basinger's Corner. West of Basinger's Corner, Route 54 would roughly follow Route J to the Mexico bypass. Route 19 would be widened to four lanes between New London and the Route 54/19 intersection (Basinger's Corner). Routes 54 and 19 would be improved to expressway standards, with limited access; hence, at-grade access would be provided to the highways. Access to bypass sections would be controlled via interchanges. Cost of the preferred action is estimated at $281 million, and the benefit-cost ratio is estimated at 1.56. POSITIVE IMPACTS: The project would improve system linkage to the national and regional highway network; provide an expandable transportation system with additional capacity to accommodate forecasted traffic volumes; improve operational efficiency and safety for through the local traffic, particularly in communities along Routes 54 and 19; enhance transportation service to existing and planned economic development in the project area and within the northeast Missouri region; and provide route continuity and system solutions to serve transportation demand and travel patterns to Mark Twain Lake. NEGATIVE IMPACTS: Rights-of-way requirements would result in displacement of 2,170 acres of land, including nine acres of wetlands, 69 acres of forested land, 12 acres of floodplain, and 2,081 acres of farmland. The project would require relocation of 23 farm residences, 15 other residences, and one business. The alignment would traverse 62 streams and result in 34 farmland severances. Habitat for the federally protected Indiana bat would be affected. Four historic sites would be altered or destroyed. The project would disturb four irrigation systems. LEGAL MANDATES: Department of Transportation Act of 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 96-0368D, Volume 20, Number 4. JF - EPA number: 020293, 547 pages and maps, July 32002 PY - 2002 KW - Roads and Railroads KW - Agency number: FHWA-MO-EIS-96-03-F KW - Air Quality KW - Cultural Resources KW - Endangered Species (Animals) KW - Farmlands KW - Floodplains KW - Forests KW - Highways KW - Highway Structures KW - Irrigation KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Streams KW - Transportation KW - Wetlands KW - Wildlife Habitat 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 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36419605?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-07-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ROUTES+54%2C+19%2C+AND+107%2C+AUDRAIN%2C+MONROE%2C+PIKE%2C+AND+RALLS+COUNTIES+IN+MISSOURI%3A+MEXICO+TO+BOWLING+GREEN%2C+MEXICO+TO+NEW+LONDON%2C+%28JOB+NO.+J3P0533%29.&rft.title=ROUTES+54%2C+19%2C+AND+107%2C+AUDRAIN%2C+MONROE%2C+PIKE%2C+AND+RALLS+COUNTIES+IN+MISSOURI%3A+MEXICO+TO+BOWLING+GREEN%2C+MEXICO+TO+NEW+LONDON%2C+%28JOB+NO.+J3P0533%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Jefferson City, Missouri; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: July 32002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - HONOAPIILANI HIGHWAY (FAP ROUTE 30), LAUNIUPOKO TO HONOKOWAI, LAHAINA DISTRICT, MAUI COUNTY, HAWAII (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF MARCH 1991). AN - 36412809; 9400 AB - PURPOSE: The development of a bypass highway between Lahaina Town and Kaanapali and the widening of Honoapiilani Highway between Launiupoko and Honokowai in West Maui, Hawaii, are proposed. The final EIS of March 1991 considered several alternatives to address the long-range regional highway need for the West Maui region. The extension of the bypass to Honokowai, following an alignment similar to that of the Modified Project was considered as one potential alternative. Two alternatives, including a Base Project Alternative, were considered in the final supplement of March 1991. The Modified Project Alternative would have involved the construction of an approximately eight-mile-long, four-lane, controlled-access, bypass highway between Puamana and Honokowai. Additional improvements would have included the addition of connector and access roads, as well as modifications to roadway profiles and typical sections. The bypass highway would have originated at the southern outskirts (Puamana) of the town of Lahaina and proceed in a northerly direction to Ikena Avenue in Lahaina. From this point, the bypass would have proceeded in a northwesterly direction until it reaches Kapunakea Street in Lahaina. The bypass would then have continued in a northerly direction passing to the east of the Kaanapali Resort and then proceeded in a northwesterly direction until reaching its terminus near the community of Honokowai, south of Mahinahina Gulch. The minimum right-of-way along the entire length of the modified bypass alignment would have remained unchanged at 150 feet. The original three-mile-long bypass alignment between Puamana to Kapunakea Street would have remained unchanged; however, proposed modifications within this segment would have involved changes to roadway profiles and typical sections. Between Puamana and Lahainaluna Road, the two travel lanes and separate truck climbing lane which were originally proposed would have been modified to provide four travel lanes without a separate truck climbing lane. In addition, the roadway profile along Ikena Avenue would have been modified to reflect a depressed or cut condition to allow for a grade-separated crossing Lahainaluna Road instead of at the at-grade crossing which was originally proposed. The modifications considered in this final supplemental EIS would include extending the bypass alignment from Launiupoko to Kauaula Stream and from Kapunekea Street in Lahaina to Honokowai; modifying the Ikena Avenue roadway profile and typical section; modifying the typical road section to provide four travel lanes; adding an east-west connector road linking Honapiilani Highway and the bypass with Lahainaluna Road in Lahaina; and deleting the widening of Honapiilani Highway to four lanes between Kaanapali Parkway to Honokowai. Estimated costs of the project as currently proposed, which would involve two-phase development, are $167.35 million. POSITIVE IMPACTS: The proposed project would result in improved traffic flow and circulation through and within the West Maui region. NEGATIVE IMPACTS: Adverse impacts associated with traffic flow along the bypass would include noise generation and air quality emissions. Inasmuch as the proposed Modified Project to Honokowai traverses undeveloped agricultural lands, appropriate mitigation measures addressing adverse noise impacts would be implemented for proposed future developments located in the vicinity of the bypass. Air quality along the bypass would be adversely affected by vehicular emissions. However, the projected levels of emissions are anticipated to be within state and federal air quality standards. The proposed extension of the bypass to Honokowai, and the provision of the Kaanapali Connector and Lahainaluna Road-Bypass Access, would require the removal of an additional sugar lands (as compared to the alternative selected in the final EIS). The removal of the additional agricultural lands, however, would not adversely affect the economic viability of Pioneer Mill Company, Ltd. The project would affect a number of archaeological sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 88-0399D, Volume 12, Number 11-12, and 91-0104F, Volume 14, Number 2, respectively. For the abstract of the draft supplemental EIS, see 96-0165D, Volume 20, Number 2. JF - EPA number: 020287, 621 pages and maps, July 1, 2002 PY - 2002 KW - Roads and Railroads KW - Agency number: FHWA-HI-EIS-95-02-FS KW - Air Quality KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Cultural Resources Assessments KW - Erosion Control KW - Highways KW - Historic Sites Surveys KW - Hydrology KW - Geologic Assessments KW - Land Use KW - Noise Assessments KW - Noise Control KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Transportation KW - Hawaii KW - Department of Transportation Act of 1966, Archaeological Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36412809?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-07-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=HONOAPIILANI+HIGHWAY+%28FAP+ROUTE+30%29%2C+LAUNIUPOKO+TO+HONOKOWAI%2C+LAHAINA+DISTRICT%2C+MAUI+COUNTY%2C+HAWAII+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+MARCH+1991%29.&rft.title=HONOAPIILANI+HIGHWAY+%28FAP+ROUTE+30%29%2C+LAUNIUPOKO+TO+HONOKOWAI%2C+LAHAINA+DISTRICT%2C+MAUI+COUNTY%2C+HAWAII+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+MARCH+1991%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Honolulu, Hawaii; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: July 1, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WILLITS BYPASS, MENDOCINO COUNTY, CALIFORNIA. AN - 36408824; 9401 AB - PURPOSE: The construction of a new segment of U.S. 101 to provide a bypass of the city of Willits in Mendocino County, California is proposed. The facility is an important route for interstate and interregional travel and is considered the economic lifeline of California's North Coast. It is the principal arterial route for the movement of people and goods between the San Francisco Bay area and the greater Eureak-Arcata area. Travel times and transportation costs along U.S. 101 are high. Travel times and costs are exacerbated by congestion-related delays and delays caused by facility type at Willits, where U.S. 101 passes through developed areas on surface streets. Five alternatives, including a No Action Alternative, are considered in this draft EIS. Three of the four action alternatives would involve construction of a new freeway segment east of Willits; the fourth alternative would provide a western bypass. The alternatives vary in length from 5.6 miles to 9.2 miles. Estimated capital costs for the build alternatives range from $128 million to $301 million. POSITIVE IMPACTS: The project would improve the safety and efficiency of traffic movements on U.S. 101 in and around Willits [NEG]Rights-of-way development would result in the loss of 15.1 to 129.1 acres of wetlands and up to 713 acres of prime farmland and the displacement of up to 114 residences and three businesses. Two special status plant species, Baker's medowfoam and glandular western flax, would be affected, as would habitat for yellow warbler, yellow-breasted chat, little willow flycatcher, raptors, northwestern pond turtle, foothill yellow-legged frog, spotted owl, tree volecoho salmon, fall-run chinook salmon, and steelhead trout. Under one alternative, the facility would follow an alignment susceptible to landslides. Under another alternative, hazardous waste site cleanup would be necessary. Relocation of a stream segment could be required. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 020288, Draft EIS--621 pages, Map Supplement, July 1, 2002 PY - 2002 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-02-02-D KW - Biologic Assessments KW - Birds KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Fish KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Streams KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - California KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36408824?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-07-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WILLITS+BYPASS%2C+MENDOCINO+COUNTY%2C+CALIFORNIA.&rft.title=WILLITS+BYPASS%2C+MENDOCINO+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sacramento, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: July 1, 2002 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - Comments: implications of hormesis for industrial hygienists AN - 18497025; 5462450 AB - Quantitative health risk assessment is based on extrapolating from the high-dose end of the dose-response curve to points close to the origin or the threshold where the dose levels are closer to the lower environmental or occupational exposures. Hormesis is demonstrated in chronic toxicological studies where the animals treated at the lowest experimental dose appear to be healthier than the controls, as evidenced by longer life spans, less disease and/or increased body weight. If the occupational exposure limit (OEL) or environmental exposure limit (EEL) is in the range of the hormetic effect, or lower than the hormetic effect, then a case could be made that exposure at the OEL or EEL is `safe.' This idea is controversial because it challenges some of the basic assumptions of quantitative health risk assessment as it has been practiced during the past 50 years. De-emphasis of the dose-response curve in determining OELs and EELs will occur not because of hormesis, but because the emerging sciences of genomics and proteomics will shift the focus from statistical methods to individuals as genetic and protein engineering becomes more sophisticated and powerful. JF - Human & Experimental Toxicology AU - Brophy, MO AD - New York State Department of Transportation, SUNY School of Public Health, 7705 Farley Lane, Manlius, New York 13104, USA, mary_brophy@sln.suny.edu Y1 - 2002/07// PY - 2002 DA - Jul 2002 SP - 391 EP - 393 VL - 21 IS - 7 SN - 0960-3271, 0960-3271 KW - hormesis KW - industrial hygiene KW - Toxicology Abstracts KW - X 24240:Miscellaneous UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/18497025?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Atoxicologyabstracts&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Human+%26+Experimental+Toxicology&rft.atitle=Comments%3A+implications+of+hormesis+for+industrial+hygienists&rft.au=Brophy%2C+MO&rft.aulast=Brophy&rft.aufirst=MO&rft.date=2002-07-01&rft.volume=21&rft.issue=7&rft.spage=391&rft.isbn=&rft.btitle=&rft.title=Human+%26+Experimental+Toxicology&rft.issn=09603271&rft_id=info:doi/10.1191%2F0960327102ht265xx LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2006-11-01 N1 - Last updated - 2011-12-13 DO - http://dx.doi.org/10.1191/0960327102ht265xx ER - TY - RPRT T1 - SOUND TRANSIT LAKEWOOD-TO-TACOMA COMMUTER RAIL AND SR-512 PARK-AND-RIDE EXPANSION, CITY OF TACOMA AND CITY OF LAKEWOOD, WASHINGTON AN - 36422486; 9397 AB - PURPOSE: The construction and operation of a portion of the Sounder commuter rail system between the cities of Tacoma and Lakewood, Washington are proposed by the Central Puget Sound Regional Transit Authority. Currently the system extends from Everett in the north to Tacoma in the south, The expanded system would extend southward from East D Street in Tacoma to the vicinity of Bridgeport Way Southwest in Lakewood, providing approximately 11 miles of upgraded and new rail mainline as well as sidings and a rail storage facility at Camp Murray. The project would also include the expansion of the State Route 512 park-and-ride facility either in place or jointly at one of the commuter rail station locations in Lakewood. Commuter rail stations would be located in South Tacoma and Lakewood and would include other transportation facilities and services, such as regional express bus, local bus, and parking facilities. The rail improvements between the stations would be largely located within existing Burlington Northern Santa Fe Railroad and within in city of Tacoma rights-of-way. The rail line would provide peak-hour commuter rail service connecting Lakewood with Tacoma and Seattle. The project has been divided into three sections, with three alternatives for each of the two sections in Tacoma and five alternatives for the Lakewood section. Preferred alternatives are designated for each section. POSITIVE IMPACTS: The extended rail service would encourage commuters to reach the regional transit system using local transit or other high-occupancy-vehicle modes, implement land use policies that would be transit and pedestrian friendly and encourage mixed use development around stations, encourage joint use and development of park-and-ride lots, allow park-and-ride lots to be converted to other uses when transit- and pedestrian-friendly development patterns make a specific site inappropriate for continued park-and-ride use, and develop means other than park-and-ride lots to achieve ridership goals. Access to regional seaports and airports would be improved. NEGATIVE IMPACTS: Construction activities would encounter hazardous materials sites. Significant increases in the potential for accidents and significant traffic delays would occur at road-rail at-grade crossings along the extended system. Some parking spaces would be displaced by project facilities. Business displacements would be necessary, and access to several businesses would be limited. Wintering bald eagles, an endangered species, could occur within one mile of the project corridor. The federally listed bull trout Coastal Puget Sound population and Chinook and Coho salmon populations could reside proximate to the project area. Several historic structures could be affected by the project. Noise levels would increase somewhat for sensitive receptors along the corridor. LEGAL MANDATES: Intermodal Surface Transportation Efficiency Act of 1991, 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 00-0416D, Volume 24, Number 4. JF - EPA number: 020283, Volume 1--834 pages and maps, Volume 2--301 pages, June 28, 2002 PY - 2002 KW - Roads and Railroads KW - Air Quality Assessments KW - Biologic Surveys KW - Birds KW - Endangered Species (Animals) KW - Fish KW - Hazardous Materials KW - Historic Sites KW - Noise KW - Parking KW - Railroads KW - Rapid Transit Systems KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Transportation KW - Water Quality Assessments KW - Washington KW - Intermodal Surface Transportation Efficiency Act of 1991, 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/36422486?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-06-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUND+TRANSIT+LAKEWOOD-TO-TACOMA+COMMUTER+RAIL+AND+SR-512+PARK-AND-RIDE+EXPANSION%2C+CITY+OF+TACOMA+AND+CITY+OF+LAKEWOOD%2C+WASHINGTON&rft.title=SOUND+TRANSIT+LAKEWOOD-TO-TACOMA+COMMUTER+RAIL+AND+SR-512+PARK-AND-RIDE+EXPANSION%2C+CITY+OF+TACOMA+AND+CITY+OF+LAKEWOOD%2C+WASHINGTON&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Seattle, Washington; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: June 28, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MEADOWLANDS MILLS PROJECT, BERGEN COUNTY, NEW JERSEY, PROPOSED BY EMPIRE LTD. AN - 36425341; 9396 AB - PURPOSE: The issuance of permits to discharge approximately 2.5 million cubic yards of fill material into waters of the United States, including wetlands, is proposed to create dry land to allow for the construction of a mixed-use commercial development project adjacent to the Hackensack River within the Hackensack Meadowlands District in the boroughs of Carlstadt and Moonachie and the township of South Hackensack, Bergen County New Jersey. Empire Ltd seeks the permit to implement a 587-acre project, to be known as Meadowlands Mills that would result in the development of a super-regional retail/entertainment center, office space, hotel space, a mass transit facility, warehouse/distribution facilities, and associated parking structures and roadways. The development would consist of five integrated components, including 2.45 million square feet of retail/entertainment space, 2.2 million square feet of office space, 1,000 hotel rooms with a conference center encompassing 799,000 square feet, 150,000 square feet of warehouse space, and 13,000 square feet of mass transit facilities. The project would be implemented in cooperation with The Mills Corporation of Arlington, Virginia. A No Action Alternative and three development alternatives, including Empire's proposed alternative, are considered in this final EIS. As proposed by Empire, the project would occupy a 592-acre site, known as the Empire Tract and two acres of land adjoining New Jersey Turnpike Authority property. Three development footprint alternatives, alternative sites, and a No Action Alternative are considered in detail in this draft EIS. Two footprint alternatives would involve development of the commercially zoned site on a 90.5-acre footprint. A 144-acre wetland fill alternative would include the applicant's computation of 53.5 acres needed for water control infrastructure and transportation components, in addition to the 90.5 acres. A 134-acre wetland fill alternative would realize the various components of the project through a modified site layout, resulting in a smaller development footprint than the 144-acre alternative. Empire has proposed a wetland mitigation plan, which would entail enhancement of 335 acres of wetland and preservation of 45 acres of wetland on the Empire Tract. The wetlands enhancement component would involve removal of common reed grasses, followed by regrading and replanting these areas to create shallow water, an emergent marsh, and forested, scrub-shrub and wet meadow habitats. POSITIVE IMPACTS: The development would provide an expanded employment base in the area during both construction and operation. Sales and income taxes to municipal, county, state, and federal governments Wetlands mitigation would result in an increase in plant species and habitat diversity designed to improve habitat quality and offset impacts to wildlife. Eleven state-listed threatened or endangered species could benefit. Waterfowl, migratory shorebirds, wading birds and, possibly, other species could benefit via the regional effects of wetlands mitigation and through the reintroduction of tidal flow to brackish wetlands. NEGATIVE IMPACTS: Regardless of the alternative selected, the development would result in placement of fill in 134 acres of waters, including wetlands, further fragment existing common reed wetland habitat in the Hackensack Meadowlands. The site would be located on the western edge of a larger block of wetlands that would be reduced. Regional habitat of certain endangered species, including the northern harrier, could suffer from fragmentation. The development would increase vehicular traffic in the area significantly, though appropriate infrastructure would be available to accommodate this increase. The average wastewater flow to flow to the Bergen County treatment facility would increase by 0.77 million gallons per day (mgd) to a level of 85 mgd; the facility has a treatment capacity of 109 mgd. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Rivers and Harbors Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 00-0473D, Volume 24, Number 4. JF - EPA number: 020282, Final EIS--1,188 pages and maps, Appendices-1,327 pages and maps, June 27, 2002 PY - 2002 KW - Water KW - Air Quality Assessments KW - Birds KW - Coastal Zones KW - Commercial Zones KW - Cultural Resources Surveys KW - Employment KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Hotels KW - Impact Assessment Methodology KW - Noise Assessments KW - Parking KW - Rapid Transit Systems KW - Site Planning KW - Transportation Surveys KW - Urban Development KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - New Jersey 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/36425341?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-06-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MEADOWLANDS+MILLS+PROJECT%2C+BERGEN+COUNTY%2C+NEW+JERSEY%2C+PROPOSED+BY+EMPIRE+LTD.&rft.title=MEADOWLANDS+MILLS+PROJECT%2C+BERGEN+COUNTY%2C+NEW+JERSEY%2C+PROPOSED+BY+EMPIRE+LTD.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, New York City, New York; ARMY N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: June 27, 2002 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - MEADOWLANDS MILLS PROJECT, BERGEN COUNTY, NEW JERSEY, PROPOSED BY EMPIRE LTD. [Part 3 of 4] T2 - MEADOWLANDS MILLS PROJECT, BERGEN COUNTY, NEW JERSEY, PROPOSED BY EMPIRE LTD. AN - 36387536; 9396-020282_0003 AB - PURPOSE: The issuance of permits to discharge approximately 2.5 million cubic yards of fill material into waters of the United States, including wetlands, is proposed to create dry land to allow for the construction of a mixed-use commercial development project adjacent to the Hackensack River within the Hackensack Meadowlands District in the boroughs of Carlstadt and Moonachie and the township of South Hackensack, Bergen County New Jersey. Empire Ltd seeks the permit to implement a 587-acre project, to be known as Meadowlands Mills that would result in the development of a super-regional retail/entertainment center, office space, hotel space, a mass transit facility, warehouse/distribution facilities, and associated parking structures and roadways. The development would consist of five integrated components, including 2.45 million square feet of retail/entertainment space, 2.2 million square feet of office space, 1,000 hotel rooms with a conference center encompassing 799,000 square feet, 150,000 square feet of warehouse space, and 13,000 square feet of mass transit facilities. The project would be implemented in cooperation with The Mills Corporation of Arlington, Virginia. A No Action Alternative and three development alternatives, including Empire's proposed alternative, are considered in this final EIS. As proposed by Empire, the project would occupy a 592-acre site, known as the Empire Tract and two acres of land adjoining New Jersey Turnpike Authority property. Three development footprint alternatives, alternative sites, and a No Action Alternative are considered in detail in this draft EIS. Two footprint alternatives would involve development of the commercially zoned site on a 90.5-acre footprint. A 144-acre wetland fill alternative would include the applicant's computation of 53.5 acres needed for water control infrastructure and transportation components, in addition to the 90.5 acres. A 134-acre wetland fill alternative would realize the various components of the project through a modified site layout, resulting in a smaller development footprint than the 144-acre alternative. Empire has proposed a wetland mitigation plan, which would entail enhancement of 335 acres of wetland and preservation of 45 acres of wetland on the Empire Tract. The wetlands enhancement component would involve removal of common reed grasses, followed by regrading and replanting these areas to create shallow water, an emergent marsh, and forested, scrub-shrub and wet meadow habitats. POSITIVE IMPACTS: The development would provide an expanded employment base in the area during both construction and operation. Sales and income taxes to municipal, county, state, and federal governments Wetlands mitigation would result in an increase in plant species and habitat diversity designed to improve habitat quality and offset impacts to wildlife. Eleven state-listed threatened or endangered species could benefit. Waterfowl, migratory shorebirds, wading birds and, possibly, other species could benefit via the regional effects of wetlands mitigation and through the reintroduction of tidal flow to brackish wetlands. NEGATIVE IMPACTS: Regardless of the alternative selected, the development would result in placement of fill in 134 acres of waters, including wetlands, further fragment existing common reed wetland habitat in the Hackensack Meadowlands. The site would be located on the western edge of a larger block of wetlands that would be reduced. Regional habitat of certain endangered species, including the northern harrier, could suffer from fragmentation. The development would increase vehicular traffic in the area significantly, though appropriate infrastructure would be available to accommodate this increase. The average wastewater flow to flow to the Bergen County treatment facility would increase by 0.77 million gallons per day (mgd) to a level of 85 mgd; the facility has a treatment capacity of 109 mgd. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Rivers and Harbors Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 00-0473D, Volume 24, Number 4. JF - EPA number: 020282, Final EIS--1,188 pages and maps, Appendices-1,327 pages and maps, June 27, 2002 PY - 2002 VL - 3 KW - Water KW - Air Quality Assessments KW - Birds KW - Coastal Zones KW - Commercial Zones KW - Cultural Resources Surveys KW - Employment KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Hotels KW - Impact Assessment Methodology KW - Noise Assessments KW - Parking KW - Rapid Transit Systems KW - Site Planning KW - Transportation Surveys KW - Urban Development KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - New Jersey 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/36387536?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-06-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MEADOWLANDS+MILLS+PROJECT%2C+BERGEN+COUNTY%2C+NEW+JERSEY%2C+PROPOSED+BY+EMPIRE+LTD.&rft.title=MEADOWLANDS+MILLS+PROJECT%2C+BERGEN+COUNTY%2C+NEW+JERSEY%2C+PROPOSED+BY+EMPIRE+LTD.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, New York City, New York; ARMY N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: June 27, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MEADOWLANDS MILLS PROJECT, BERGEN COUNTY, NEW JERSEY, PROPOSED BY EMPIRE LTD. [Part 4 of 4] T2 - MEADOWLANDS MILLS PROJECT, BERGEN COUNTY, NEW JERSEY, PROPOSED BY EMPIRE LTD. AN - 36378426; 9396-020282_0004 AB - PURPOSE: The issuance of permits to discharge approximately 2.5 million cubic yards of fill material into waters of the United States, including wetlands, is proposed to create dry land to allow for the construction of a mixed-use commercial development project adjacent to the Hackensack River within the Hackensack Meadowlands District in the boroughs of Carlstadt and Moonachie and the township of South Hackensack, Bergen County New Jersey. Empire Ltd seeks the permit to implement a 587-acre project, to be known as Meadowlands Mills that would result in the development of a super-regional retail/entertainment center, office space, hotel space, a mass transit facility, warehouse/distribution facilities, and associated parking structures and roadways. The development would consist of five integrated components, including 2.45 million square feet of retail/entertainment space, 2.2 million square feet of office space, 1,000 hotel rooms with a conference center encompassing 799,000 square feet, 150,000 square feet of warehouse space, and 13,000 square feet of mass transit facilities. The project would be implemented in cooperation with The Mills Corporation of Arlington, Virginia. A No Action Alternative and three development alternatives, including Empire's proposed alternative, are considered in this final EIS. As proposed by Empire, the project would occupy a 592-acre site, known as the Empire Tract and two acres of land adjoining New Jersey Turnpike Authority property. Three development footprint alternatives, alternative sites, and a No Action Alternative are considered in detail in this draft EIS. Two footprint alternatives would involve development of the commercially zoned site on a 90.5-acre footprint. A 144-acre wetland fill alternative would include the applicant's computation of 53.5 acres needed for water control infrastructure and transportation components, in addition to the 90.5 acres. A 134-acre wetland fill alternative would realize the various components of the project through a modified site layout, resulting in a smaller development footprint than the 144-acre alternative. Empire has proposed a wetland mitigation plan, which would entail enhancement of 335 acres of wetland and preservation of 45 acres of wetland on the Empire Tract. The wetlands enhancement component would involve removal of common reed grasses, followed by regrading and replanting these areas to create shallow water, an emergent marsh, and forested, scrub-shrub and wet meadow habitats. POSITIVE IMPACTS: The development would provide an expanded employment base in the area during both construction and operation. Sales and income taxes to municipal, county, state, and federal governments Wetlands mitigation would result in an increase in plant species and habitat diversity designed to improve habitat quality and offset impacts to wildlife. Eleven state-listed threatened or endangered species could benefit. Waterfowl, migratory shorebirds, wading birds and, possibly, other species could benefit via the regional effects of wetlands mitigation and through the reintroduction of tidal flow to brackish wetlands. NEGATIVE IMPACTS: Regardless of the alternative selected, the development would result in placement of fill in 134 acres of waters, including wetlands, further fragment existing common reed wetland habitat in the Hackensack Meadowlands. The site would be located on the western edge of a larger block of wetlands that would be reduced. Regional habitat of certain endangered species, including the northern harrier, could suffer from fragmentation. The development would increase vehicular traffic in the area significantly, though appropriate infrastructure would be available to accommodate this increase. The average wastewater flow to flow to the Bergen County treatment facility would increase by 0.77 million gallons per day (mgd) to a level of 85 mgd; the facility has a treatment capacity of 109 mgd. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Rivers and Harbors Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 00-0473D, Volume 24, Number 4. JF - EPA number: 020282, Final EIS--1,188 pages and maps, Appendices-1,327 pages and maps, June 27, 2002 PY - 2002 VL - 4 KW - Water KW - Air Quality Assessments KW - Birds KW - Coastal Zones KW - Commercial Zones KW - Cultural Resources Surveys KW - Employment KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Hotels KW - Impact Assessment Methodology KW - Noise Assessments KW - Parking KW - Rapid Transit Systems KW - Site Planning KW - Transportation Surveys KW - Urban Development KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - New Jersey 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/36378426?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-06-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MEADOWLANDS+MILLS+PROJECT%2C+BERGEN+COUNTY%2C+NEW+JERSEY%2C+PROPOSED+BY+EMPIRE+LTD.&rft.title=MEADOWLANDS+MILLS+PROJECT%2C+BERGEN+COUNTY%2C+NEW+JERSEY%2C+PROPOSED+BY+EMPIRE+LTD.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, New York City, New York; ARMY N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: June 27, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MEADOWLANDS MILLS PROJECT, BERGEN COUNTY, NEW JERSEY, PROPOSED BY EMPIRE LTD. [Part 1 of 4] T2 - MEADOWLANDS MILLS PROJECT, BERGEN COUNTY, NEW JERSEY, PROPOSED BY EMPIRE LTD. AN - 36378102; 9396-020282_0001 AB - PURPOSE: The issuance of permits to discharge approximately 2.5 million cubic yards of fill material into waters of the United States, including wetlands, is proposed to create dry land to allow for the construction of a mixed-use commercial development project adjacent to the Hackensack River within the Hackensack Meadowlands District in the boroughs of Carlstadt and Moonachie and the township of South Hackensack, Bergen County New Jersey. Empire Ltd seeks the permit to implement a 587-acre project, to be known as Meadowlands Mills that would result in the development of a super-regional retail/entertainment center, office space, hotel space, a mass transit facility, warehouse/distribution facilities, and associated parking structures and roadways. The development would consist of five integrated components, including 2.45 million square feet of retail/entertainment space, 2.2 million square feet of office space, 1,000 hotel rooms with a conference center encompassing 799,000 square feet, 150,000 square feet of warehouse space, and 13,000 square feet of mass transit facilities. The project would be implemented in cooperation with The Mills Corporation of Arlington, Virginia. A No Action Alternative and three development alternatives, including Empire's proposed alternative, are considered in this final EIS. As proposed by Empire, the project would occupy a 592-acre site, known as the Empire Tract and two acres of land adjoining New Jersey Turnpike Authority property. Three development footprint alternatives, alternative sites, and a No Action Alternative are considered in detail in this draft EIS. Two footprint alternatives would involve development of the commercially zoned site on a 90.5-acre footprint. A 144-acre wetland fill alternative would include the applicant's computation of 53.5 acres needed for water control infrastructure and transportation components, in addition to the 90.5 acres. A 134-acre wetland fill alternative would realize the various components of the project through a modified site layout, resulting in a smaller development footprint than the 144-acre alternative. Empire has proposed a wetland mitigation plan, which would entail enhancement of 335 acres of wetland and preservation of 45 acres of wetland on the Empire Tract. The wetlands enhancement component would involve removal of common reed grasses, followed by regrading and replanting these areas to create shallow water, an emergent marsh, and forested, scrub-shrub and wet meadow habitats. POSITIVE IMPACTS: The development would provide an expanded employment base in the area during both construction and operation. Sales and income taxes to municipal, county, state, and federal governments Wetlands mitigation would result in an increase in plant species and habitat diversity designed to improve habitat quality and offset impacts to wildlife. Eleven state-listed threatened or endangered species could benefit. Waterfowl, migratory shorebirds, wading birds and, possibly, other species could benefit via the regional effects of wetlands mitigation and through the reintroduction of tidal flow to brackish wetlands. NEGATIVE IMPACTS: Regardless of the alternative selected, the development would result in placement of fill in 134 acres of waters, including wetlands, further fragment existing common reed wetland habitat in the Hackensack Meadowlands. The site would be located on the western edge of a larger block of wetlands that would be reduced. Regional habitat of certain endangered species, including the northern harrier, could suffer from fragmentation. The development would increase vehicular traffic in the area significantly, though appropriate infrastructure would be available to accommodate this increase. The average wastewater flow to flow to the Bergen County treatment facility would increase by 0.77 million gallons per day (mgd) to a level of 85 mgd; the facility has a treatment capacity of 109 mgd. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Rivers and Harbors Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 00-0473D, Volume 24, Number 4. JF - EPA number: 020282, Final EIS--1,188 pages and maps, Appendices-1,327 pages and maps, June 27, 2002 PY - 2002 VL - 1 KW - Water KW - Air Quality Assessments KW - Birds KW - Coastal Zones KW - Commercial Zones KW - Cultural Resources Surveys KW - Employment KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Hotels KW - Impact Assessment Methodology KW - Noise Assessments KW - Parking KW - Rapid Transit Systems KW - Site Planning KW - Transportation Surveys KW - Urban Development KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - New Jersey 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/36378102?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-06-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MEADOWLANDS+MILLS+PROJECT%2C+BERGEN+COUNTY%2C+NEW+JERSEY%2C+PROPOSED+BY+EMPIRE+LTD.&rft.title=MEADOWLANDS+MILLS+PROJECT%2C+BERGEN+COUNTY%2C+NEW+JERSEY%2C+PROPOSED+BY+EMPIRE+LTD.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, New York City, New York; ARMY N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: June 27, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MEADOWLANDS MILLS PROJECT, BERGEN COUNTY, NEW JERSEY, PROPOSED BY EMPIRE LTD. [Part 2 of 4] T2 - MEADOWLANDS MILLS PROJECT, BERGEN COUNTY, NEW JERSEY, PROPOSED BY EMPIRE LTD. AN - 36374907; 9396-020282_0002 AB - PURPOSE: The issuance of permits to discharge approximately 2.5 million cubic yards of fill material into waters of the United States, including wetlands, is proposed to create dry land to allow for the construction of a mixed-use commercial development project adjacent to the Hackensack River within the Hackensack Meadowlands District in the boroughs of Carlstadt and Moonachie and the township of South Hackensack, Bergen County New Jersey. Empire Ltd seeks the permit to implement a 587-acre project, to be known as Meadowlands Mills that would result in the development of a super-regional retail/entertainment center, office space, hotel space, a mass transit facility, warehouse/distribution facilities, and associated parking structures and roadways. The development would consist of five integrated components, including 2.45 million square feet of retail/entertainment space, 2.2 million square feet of office space, 1,000 hotel rooms with a conference center encompassing 799,000 square feet, 150,000 square feet of warehouse space, and 13,000 square feet of mass transit facilities. The project would be implemented in cooperation with The Mills Corporation of Arlington, Virginia. A No Action Alternative and three development alternatives, including Empire's proposed alternative, are considered in this final EIS. As proposed by Empire, the project would occupy a 592-acre site, known as the Empire Tract and two acres of land adjoining New Jersey Turnpike Authority property. Three development footprint alternatives, alternative sites, and a No Action Alternative are considered in detail in this draft EIS. Two footprint alternatives would involve development of the commercially zoned site on a 90.5-acre footprint. A 144-acre wetland fill alternative would include the applicant's computation of 53.5 acres needed for water control infrastructure and transportation components, in addition to the 90.5 acres. A 134-acre wetland fill alternative would realize the various components of the project through a modified site layout, resulting in a smaller development footprint than the 144-acre alternative. Empire has proposed a wetland mitigation plan, which would entail enhancement of 335 acres of wetland and preservation of 45 acres of wetland on the Empire Tract. The wetlands enhancement component would involve removal of common reed grasses, followed by regrading and replanting these areas to create shallow water, an emergent marsh, and forested, scrub-shrub and wet meadow habitats. POSITIVE IMPACTS: The development would provide an expanded employment base in the area during both construction and operation. Sales and income taxes to municipal, county, state, and federal governments Wetlands mitigation would result in an increase in plant species and habitat diversity designed to improve habitat quality and offset impacts to wildlife. Eleven state-listed threatened or endangered species could benefit. Waterfowl, migratory shorebirds, wading birds and, possibly, other species could benefit via the regional effects of wetlands mitigation and through the reintroduction of tidal flow to brackish wetlands. NEGATIVE IMPACTS: Regardless of the alternative selected, the development would result in placement of fill in 134 acres of waters, including wetlands, further fragment existing common reed wetland habitat in the Hackensack Meadowlands. The site would be located on the western edge of a larger block of wetlands that would be reduced. Regional habitat of certain endangered species, including the northern harrier, could suffer from fragmentation. The development would increase vehicular traffic in the area significantly, though appropriate infrastructure would be available to accommodate this increase. The average wastewater flow to flow to the Bergen County treatment facility would increase by 0.77 million gallons per day (mgd) to a level of 85 mgd; the facility has a treatment capacity of 109 mgd. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Rivers and Harbors Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 00-0473D, Volume 24, Number 4. JF - EPA number: 020282, Final EIS--1,188 pages and maps, Appendices-1,327 pages and maps, June 27, 2002 PY - 2002 VL - 2 KW - Water KW - Air Quality Assessments KW - Birds KW - Coastal Zones KW - Commercial Zones KW - Cultural Resources Surveys KW - Employment KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Hotels KW - Impact Assessment Methodology KW - Noise Assessments KW - Parking KW - Rapid Transit Systems KW - Site Planning KW - Transportation Surveys KW - Urban Development KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - New Jersey 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/36374907?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-06-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MEADOWLANDS+MILLS+PROJECT%2C+BERGEN+COUNTY%2C+NEW+JERSEY%2C+PROPOSED+BY+EMPIRE+LTD.&rft.title=MEADOWLANDS+MILLS+PROJECT%2C+BERGEN+COUNTY%2C+NEW+JERSEY%2C+PROPOSED+BY+EMPIRE+LTD.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, New York City, New York; ARMY N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: June 27, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US 17 IMPROVEMENTS, WASHINGTON AND COCOWINITY VICINITY, BEAUFORT COUNTY AND PITT COUNTY, NORTH CAROLINA. AN - 16347950; 9391 AB - PURPOSE: The improvement of a 15.5-mile section of U.S. 17 in the vicinity of the city of Washington and the town of Chocowinity in Beaufort County, North Carolina is proposed. The study area is approximately 16 miles in length and encompasses a portion of Beaufort County centered at Washington and the Tar/Pamlico River as well as a small portion of Pitt County. The communities of Hackney, Fredrick, and Old Ford are located within the study area. The levels of service along this stretch of highway are extremely low, and the corridor has an accident rate above the statewide level for such facilities. The crossing of the Tar/Pamlico River is substandard. U.S. 17 through Beaufort County is part of the North Carolina Intrastate System, which is designed to support statewide growth and development objectives and to provide interconnections to major highways of contiguous states. The facility also serves as a national defense access, continuity, and emergency route. Three build alternatives and a No-Build Alternative are considered in this draft EIS. All build alternatives would involve a new bridge across the Tar/Pamlico River. Access would be controlled via one or more interchanges. The lengths of the build alternatives range from 14.8 miles to 17.5 miles. Estimated costs of the build alternatives range from $219.3 million to $234.8 million. [POS]The project would improve an important north-south route, serving the abovementioned purposes as well as providing a route for important tourist travel in the region. Three build alternatives and a No-Build Alternative are considered in this draft EIS. NEGATIVE IMPACTS: Rights-of-way requirements would displace 96 to 123 residences, seven to 29 businesses, and up to three churches. The project would involve displacement of 42 to 67 minority residences and up to six minority businesses and, possibly, one church serving a minority group. Rights-of-way development would also affect 7.2 to 24 acres of floodplain, 25 to 86 acres of prime and important farmland, and 8.6 to 29.1 acres of wetlands. From one to three roads would be closed, and two to four roads would require relocation. One or two historically significant structures and one historic district could be affected. The facility would traverse 27 to 77 streams, affecting 5,720 to 16,793 feet of channel, and 8.6 to 18.2 acres of Tar/Pamlico River buffer would be lost. Construction activities would encounter two or three hazardous materials sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and 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: 020277, 651 pages and maps, June 26, 2002 PY - 2002 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-02-02-D KW - Bridges KW - Farmlands KW - Floodplains KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Streams KW - Transportation KW - Wetlands KW - North Carolina KW - Department of Transportation Act of 1966, Historic Sites 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/16347950?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-06-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+17+IMPROVEMENTS%2C+WASHINGTON+AND+COCOWINITY+VICINITY%2C+BEAUFORT+COUNTY+AND+PITT+COUNTY%2C+NORTH+CAROLINA.&rft.title=US+17+IMPROVEMENTS%2C+WASHINGTON+AND+COCOWINITY+VICINITY%2C+BEAUFORT+COUNTY+AND+PITT+COUNTY%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: June 26, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH AND EAST BELTWAYS, LINCOLN, LANCASTER COUNTY, NEBRASKA (PROJECT NO. DPU-3300(1)). AN - 16346545; 9387 AB - PURPOSE: The construction of a beltway on the south and east fringes of the city of Lincoln in Lancaster County, Nebraska is proposed. The beltway would complete a circumferential transportation system by linking Interstate 80 (I-80) on the north and US 77 on the west. The eight-mile facility would connect Nebraska Route 2 (N-2) with I-80. Some of the highest growth rates in the metropolitan area have been on the south and east fringes of Lincoln. Through traffic and external to internal traffic currently use the urban arterial system, resulting in excessive delays and high congestion. The study area for the south beltway is bounded on the north by Yankee Hill Road, on the south by the half-section line 0.5 miles south of Bennet Road, on the east by the half-section line 0.5 miles east of 148th Street, and on the west by US 17. Access, via interchange, would be provided at 27th, 68th, and 84th streets. The study area of the east beltway is bounded on the west by 98th Street, on the east by the half section line 0.5 mile east of 148th Street, on the north by I-80, and on the south by N-2. The beltways could be constructed simultaneously, completing the loop around the city, or separately as standalone projects with independent utility. Five alternatives, including a No-Built Alternative and one south beltway and three east beltway alignment alternatives, are considered in this final EIS. The project would provide a four-lane freeway, with a design similar to that of I-80. Estimated costs for both beltway projects considered as one project range from $231 million to $252 million, depending on the alternative considered. POSITIVE IMPACTS: The completed circumferential route would move through traffic around Lincoln's congested urban area and improve traffic flow on the existing urban street system. The beltway would support regional population and employment growth and meet the needs of the long-range regional transportation plan for Lincoln and Lancaster County. NEGATIVE IMPACTS: Rights-of way acquisition for the south beltway would displace 730 acres of land, five residences, one business, 587 acres of farmland, and 18 acres of wetlands. The facility would traverse eight streams, including two major streams, and four 100-year floodplains. One historic structure would be impacted. Five receptors would be exposed to noise levels in excess of federal standards. Construction activities would encounter nine sites potentially containing hazardous waste. Rights-of-way acquisition for the east beltway would displace four to eight residences, up to one business, 813 to 926 acres of farmland, one or two farm ponds, 20.4 to 41.8 acres of wetlands, and 1.1 to 2.7 acres of prairie grassland. The facility would traverse four to nine streams, including up to two major streams and two floodways, and four to six 100-year floodplains. One historic site and one or two recreational sites would be affected. Seven to 10 receptors would be exposed to noise in excess of federal standards. One or two trails would be affected. Four hazardous waste sites would be encountered during construction. Certain residents would experience a decline in visual aesthetics in the vicinity of their homes along both the south alignment and the selected east alignment. 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 01-0202, Volume 25, Number 2. JF - EPA number: 020273, 517 pages and maps, June 26, 2002 PY - 2002 KW - Roads and Railroads KW - Agency number: FHWA-NEB-EIS-01-01-F KW - Air Quality Assessments KW - Farmlands KW - Floodplains KW - Floodways KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Historic Sites Surveys KW - Noise Assessments KW - Noise Standards Violations KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 106 Statements KW - Section 4(f) Statements KW - Streams KW - Trails KW - Wetlands KW - Nebraska 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/16346545?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-06-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+AND+EAST+BELTWAYS%2C+LINCOLN%2C+LANCASTER+COUNTY%2C+NEBRASKA+%28PROJECT+NO.+DPU-3300%281%29%29.&rft.title=SOUTH+AND+EAST+BELTWAYS%2C+LINCOLN%2C+LANCASTER+COUNTY%2C+NEBRASKA+%28PROJECT+NO.+DPU-3300%281%29%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Lincoln, Nebraska; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: June 26, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - LOGAN AIRSIDE IMPROVEMENTS PLANNING PROJECT, BOSTON-LOGAN INTERNATIONAL AIRPORT, BOSTON, MASSACHUSETTS. AN - 36411006; 9378 AB - PURPOSE: The implementation of improvements at Boston-Logan International Airport (Logan), Boston, Massachusetts is proposed. The project, known as the Logan Airside Improvements Planning Project, is a joint effort by the Federal Aviation Administration (FAA) and the Massachusetts Port Authority (Massport). The FAA is the project proponent with respect to the administrative reduction in runway approach minimums and implementation of runway instrumentation. Massport is the project proponent for all other identified improvement concepts, which fall within its purview as proprietor of Logan. Logan suffers from serious aircraft delay problems and is consistently ranked among the most delayed airports in the country. In 1998, aircraft flying to and from Logan experienced approximately 121,000 hours of delays related to the runway system and an additional 22,000 hours of delay on airport taxiways. Delays at Logan cost airlines and passengers over $300 million in 1998. Delays primarily occur when wind or other weather conditions require the use of configurations with fewer than the three active runways generally operated at Logan or when poor weather requires increase separation distances between aircraft. This final EIS evaluates five alternatives, including a No Action Alternative (Alternative 4). The preferred alternative (Alternative 1A), would include all actions considered except peak period pricing. In addition, the draft supplemental EIS examines the ability of other New England airports, transportation modes, and new technologies to relieve Logan's delay problems; the analysis indicates that these alternatives could potentially divert up to 7.3 million passengers from Logan by the year 2010 but would neither solve the delay problem nor eliminate the need for airside improvements. POSITIVE IMPACTS: In general, Airside Project improvements would improve the functioning of Logan, particularly with respect to reducing taxiing, takeoff and landing delays. Runway improvements would allow noise impacts to be spread more equitably across communities and over water in accordance with community-established noise goals. Improved airport efficiency would reduce emission of air pollutants and ground noise. NEGATIVE IMPACTS: Taxiway extensions would convert 37 acres of existing grassland to pavement, resulting in loss of habitat for upland sandpipers, a state-listed endangered species. Impervious surface at the airport would increase by four percent, increasing runoff somewhat. Displacement of up to 240,000 cubic yards of stockpiled soil placed in the Governors Island area of the airport may be displaced, and up to 537,000 cubic yards of soil would have to be excavated at the airport. A slightly larger population would reside within the 65-decibel contour associated with the airport. LEGAL MANDATES: National Environmental Policy Act of 1969, as amended (49 U.S.C. 303) PRIOR REFERENCES: For the abstracts of the draft EIS and the draft supplement, see 99-0101D, Volume 23, Number 2 and 01-0107D, Volume 25, Number 2, respectively. JF - EPA number: 020264, Executive Summary--63 pages and maps, Volume 1--347 pages and maps, Volume 2--897 pages, Volume 3--332 pages, Volume 4--1,071 pages, Volume 5--1,107 pages, Volume 6--721 pages, June 21, 2002 PY - 2002 KW - Air Transportation KW - Air Quality KW - Aircraft Noise KW - Airports KW - Air Quality Assessments KW - Coastal Zones KW - Endangered Species (Animals) KW - Land Use KW - Navigation Aids KW - Noise KW - Noise Assessments KW - Water Quality KW - Weather KW - Wildlife Habitat KW - Wildlife Surveys KW - Massachusetts KW - National Environmental Policy Act of 1969, as amended., Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36411006?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-06-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=LOGAN+AIRSIDE+IMPROVEMENTS+PLANNING+PROJECT%2C+BOSTON-LOGAN+INTERNATIONAL+AIRPORT%2C+BOSTON%2C+MASSACHUSETTS.&rft.title=LOGAN+AIRSIDE+IMPROVEMENTS+PLANNING+PROJECT%2C+BOSTON-LOGAN+INTERNATIONAL+AIRPORT%2C+BOSTON%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Burlington, Massachusetts; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: June 21, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WV 65, CORRIDOR G TO NAUGATUCK, MINGO COUNTY, WEST VIRGINIA (FEDERAL PROJECT NO. STP-0065(008)EQ; STATE PROJECT NO. U230-65-7.74 02). AN - 36436408; 9368 AB - PURPOSE: The improvement of a portion of West Virginia Route (WV) 65 in Mingo County, West Virginia is proposed. The project would involve construction of a four-lane divided highway with partial control of access from the intersection of WV 65 and US 119 near Belo westward approximately 7.5 miles to US 52 at Naugatuck. Four alternatives, including a No-Build Alternative, are considered in this final EIS. Action alternatives include upgrading of the existing roadway and two relocation alternatives. Relocation Alternative A, the preferred alternative, would begin on the north side of the existing roadway where it interchanges with US 52, crosses over existing WV 65 east of County Road (CR) 65/1, and continues on the south side of Pigeon Creek for the entire 6.1-mile length of the project to an interchange with US 119. Alternative A would follow the contours of Pigeon Creek as much as possible to minimize the extent of cut required. Connector roads to existing WV 65 would be provided at Naugatuck, CR 3/5 at Lenore, and CR 65/11. Relocation Alternative B would begin on the north side of the existing roadway where it interchanges with US 52, remaining on the north side of the roadway for the entire 6.8-mile length of the project to the US 119 interchange. Connector roads to existing WV 65 would be provided at Naugatuck, CR 3/5 at Lenore, and the Belo Connector. Except in areas where curves would be straightened, the upgrade alternative (Alternative C) would follow the existing alignment. All improvements would take place on the north side of the existing 6.8-mile roadway. The existing two-lane roadway would be utilized as either the eastbound travel lanes or as an access road. Interchanges would be provided at US 52 and US 119. Costs of alternatives, A, B, and C are estimated at $148.9 million, $199.6 million, and $117.0 million, respectively. POSITIVE IMPACTS: The proposed upgrading of WV 65 would improve the level of service for the user and increase the capacity of the WV 65. Vehicle-hours traveled on WV 65 would decline significantly as travel speeds increased. The new facilities would also reduce accidents along the corridor and improve access for emergency vehicles. Only the relocation alternatives meet the need to increase design speed of the facility to 60 miles per hour. NEGATIVE IMPACTS: The implementation of the preferred alternative would require in relocation of 23 residences and two businesses and displacement of two cemeteries, 74.7 acres of developed land, 8.5 acres of farmland, 8.2 acres of bottomland hardwoods, 265.5 acres of mixed mesophytic vegetation, and 121.3 acres of oak-hickory stands. Running buffalo clover and Virginia spiraea, both of which are federally protected species, could be affected by the project. Two bridges and five culverts would be required to traverse streams, and the facility would encroach on 24 acres of floodplain. The facility could impact one surface mine and five natural gas wells. Noise levels along the facility would exceed federal standards for 89 receptors by the design year 2020. 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 00-0210D, Volume 24, Number 2. JF - EPA number: 020254, 471 pages and maps, June 19, 2002 PY - 2002 KW - Roads and Railroads KW - Bridges KW - Cemeteries KW - Endangered Species (Plants) KW - Farmlands KW - Floodplains KW - Forests KW - Highways KW - Highway Structures KW - Historic Sites Surveys KW - Mines KW - Natural Gas KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Wildlife Habitat KW - Wildlife Surveys KW - West Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36436408?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-06-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WV+65%2C+CORRIDOR+G+TO+NAUGATUCK%2C+MINGO+COUNTY%2C+WEST+VIRGINIA+%28FEDERAL+PROJECT+NO.+STP-0065%28008%29EQ%3B+STATE+PROJECT+NO.+U230-65-7.74+02%29.&rft.title=WV+65%2C+CORRIDOR+G+TO+NAUGATUCK%2C+MINGO+COUNTY%2C+WEST+VIRGINIA+%28FEDERAL+PROJECT+NO.+STP-0065%28008%29EQ%3B+STATE+PROJECT+NO.+U230-65-7.74+02%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Charleston, West Virginia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: June 19, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WV 65, CORRIDOR G TO NAUGATUCK, MINGO COUNTY, WEST VIRGINIA (FEDERAL PROJECT NO. STP-0065(008)EQ; STATE PROJECT NO. U230-65-7.74 02). [Part 1 of 1] T2 - WV 65, CORRIDOR G TO NAUGATUCK, MINGO COUNTY, WEST VIRGINIA (FEDERAL PROJECT NO. STP-0065(008)EQ; STATE PROJECT NO. U230-65-7.74 02). AN - 36387456; 9368-020254_0001 AB - PURPOSE: The improvement of a portion of West Virginia Route (WV) 65 in Mingo County, West Virginia is proposed. The project would involve construction of a four-lane divided highway with partial control of access from the intersection of WV 65 and US 119 near Belo westward approximately 7.5 miles to US 52 at Naugatuck. Four alternatives, including a No-Build Alternative, are considered in this final EIS. Action alternatives include upgrading of the existing roadway and two relocation alternatives. Relocation Alternative A, the preferred alternative, would begin on the north side of the existing roadway where it interchanges with US 52, crosses over existing WV 65 east of County Road (CR) 65/1, and continues on the south side of Pigeon Creek for the entire 6.1-mile length of the project to an interchange with US 119. Alternative A would follow the contours of Pigeon Creek as much as possible to minimize the extent of cut required. Connector roads to existing WV 65 would be provided at Naugatuck, CR 3/5 at Lenore, and CR 65/11. Relocation Alternative B would begin on the north side of the existing roadway where it interchanges with US 52, remaining on the north side of the roadway for the entire 6.8-mile length of the project to the US 119 interchange. Connector roads to existing WV 65 would be provided at Naugatuck, CR 3/5 at Lenore, and the Belo Connector. Except in areas where curves would be straightened, the upgrade alternative (Alternative C) would follow the existing alignment. All improvements would take place on the north side of the existing 6.8-mile roadway. The existing two-lane roadway would be utilized as either the eastbound travel lanes or as an access road. Interchanges would be provided at US 52 and US 119. Costs of alternatives, A, B, and C are estimated at $148.9 million, $199.6 million, and $117.0 million, respectively. POSITIVE IMPACTS: The proposed upgrading of WV 65 would improve the level of service for the user and increase the capacity of the WV 65. Vehicle-hours traveled on WV 65 would decline significantly as travel speeds increased. The new facilities would also reduce accidents along the corridor and improve access for emergency vehicles. Only the relocation alternatives meet the need to increase design speed of the facility to 60 miles per hour. NEGATIVE IMPACTS: The implementation of the preferred alternative would require in relocation of 23 residences and two businesses and displacement of two cemeteries, 74.7 acres of developed land, 8.5 acres of farmland, 8.2 acres of bottomland hardwoods, 265.5 acres of mixed mesophytic vegetation, and 121.3 acres of oak-hickory stands. Running buffalo clover and Virginia spiraea, both of which are federally protected species, could be affected by the project. Two bridges and five culverts would be required to traverse streams, and the facility would encroach on 24 acres of floodplain. The facility could impact one surface mine and five natural gas wells. Noise levels along the facility would exceed federal standards for 89 receptors by the design year 2020. 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 00-0210D, Volume 24, Number 2. JF - EPA number: 020254, 471 pages and maps, June 19, 2002 PY - 2002 VL - 1 KW - Roads and Railroads KW - Bridges KW - Cemeteries KW - Endangered Species (Plants) KW - Farmlands KW - Floodplains KW - Forests KW - Highways KW - Highway Structures KW - Historic Sites Surveys KW - Mines KW - Natural Gas KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Wildlife Habitat KW - Wildlife Surveys KW - West Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36387456?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-06-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WV+65%2C+CORRIDOR+G+TO+NAUGATUCK%2C+MINGO+COUNTY%2C+WEST+VIRGINIA+%28FEDERAL+PROJECT+NO.+STP-0065%28008%29EQ%3B+STATE+PROJECT+NO.+U230-65-7.74+02%29.&rft.title=WV+65%2C+CORRIDOR+G+TO+NAUGATUCK%2C+MINGO+COUNTY%2C+WEST+VIRGINIA+%28FEDERAL+PROJECT+NO.+STP-0065%28008%29EQ%3B+STATE+PROJECT+NO.+U230-65-7.74+02%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Charleston, West Virginia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: June 19, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - AVENUE G VIADUCT AND CONNECTING CORRIDOR, CITY OF COUNCIL BLUFFS, POTTAWATTAMIE COUNTY, IOWA. AN - 36437558; 9366 AB - PURPOSE: The construction of a new viaduct over the main north-south rail corridor that bisects the city of Council Bluffs, Pottawattamie County, Iowa is proposed. The viaduct would be located immediately north of the central business district in a fully developed portion of metropolitan Council Bluffs. More specifically, the eastern portion of the project study area encompasses approximately 20 square blocks bounded by North Sixth Street, North Eighth Street, Avenue G, and Broadway. The western portion of the study area is bounded by North Sixth Street, Avenue F, Avenue H, and North Sixteenth Street. The existing Broadway viaduct is the only grade-separated structure over the heavily used rail corridor, resulting in congestion and an accident rate well above the normal for the area. Four alternatives, including a No-Build Alternative, are considered in detail in this draft EIS. Alternative 1, the preferred alternative, would involve provision of a one-way pair, beginning at Kanesville Boulevard and continuing along the Sixth /Seventh Street one-way pair that lies south of Kanesville Boulevard through downtown and north through the project area. North Sixth Street would be one-way northbound, while North Seventh Street would be one-way southbound. This would match the existing street orientation in the project area. The two streets would join at Avenue F, at which point the alignment would curve along a new alignment to the North Eighth Street and Avenue G intersection where it would join the viaduct segment. The proposed cross-section could be constructed within the existing North Seventh Street curb line from Avenue F to Kanesville Boulevard. From Kanesville Boulevard to Mill Street, the cross-section could be built within the existing North Sixth Street curb lines. From Mill Street to avenue F, the cross-section would have to be widened to 31 feet, this would still keep the sidewalks in their current locations. Where the two one-way pairs join at Avenue F, however, the roadway would curve along a new alignment to North Eighth Street at Avenue G. Two 12-foot travel lanes and a seven-foot parking lane would be provided. A trail system would be constructed along the west side of North Seventh Street and continue across the viaduct on the bicycle/pedestrian lane. Cost of the project is estimated at $22.8 million. POSITIVE IMPACTS: The new viaduct would improve access for local emergency services and improve safety for passengers in vehicles crossing the rail corridor. Congestion on the existing rail overpass would decline significantly,reducing the accident rate in the corridor greatly. At-grade crossing delays would be eliminated. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 73 structures, including 46 owner-occupied households, 29 rental units, one vacant residence, and two businesses. The proportion of minority households in the area is 11.7 percent and the proportion in the surrounding community is 7.5 percent. The proportion of low-income households in the project area is 10.7 percent, and the proportion in the surrounding community is 6.9 percent. Mynster /West Washington Historic District would continue to deteriorate. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 020252, 377 pages and maps, June 17, 2002 PY - 2002 KW - Roads and Railroads KW - Agency number: FHWA-IOWA-EIS-02-01-D KW - Cost Assessments KW - Highways KW - Highway Structures KW - Historic Districts KW - Minorities KW - Noise KW - Noise Assessments KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Trails KW - Transportation KW - Iowa KW - Department of Transportation Act of 1966, Historic Districts KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36437558?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=AVENUE+G+VIADUCT+AND+CONNECTING+CORRIDOR%2C+CITY+OF+COUNCIL+BLUFFS%2C+POTTAWATTAMIE+COUNTY%2C+IOWA.&rft.title=AVENUE+G+VIADUCT+AND+CONNECTING+CORRIDOR%2C+CITY+OF+COUNCIL+BLUFFS%2C+POTTAWATTAMIE+COUNTY%2C+IOWA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Ames, Iowa; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: June 17, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - AVENUE G VIADUCT AND CONNECTING CORRIDOR, CITY OF COUNCIL BLUFFS, POTTAWATTAMIE COUNTY, IOWA. [Part 4 of 4] T2 - AVENUE G VIADUCT AND CONNECTING CORRIDOR, CITY OF COUNCIL BLUFFS, POTTAWATTAMIE COUNTY, IOWA. AN - 36387661; 9366-020252_0004 AB - PURPOSE: The construction of a new viaduct over the main north-south rail corridor that bisects the city of Council Bluffs, Pottawattamie County, Iowa is proposed. The viaduct would be located immediately north of the central business district in a fully developed portion of metropolitan Council Bluffs. More specifically, the eastern portion of the project study area encompasses approximately 20 square blocks bounded by North Sixth Street, North Eighth Street, Avenue G, and Broadway. The western portion of the study area is bounded by North Sixth Street, Avenue F, Avenue H, and North Sixteenth Street. The existing Broadway viaduct is the only grade-separated structure over the heavily used rail corridor, resulting in congestion and an accident rate well above the normal for the area. Four alternatives, including a No-Build Alternative, are considered in detail in this draft EIS. Alternative 1, the preferred alternative, would involve provision of a one-way pair, beginning at Kanesville Boulevard and continuing along the Sixth /Seventh Street one-way pair that lies south of Kanesville Boulevard through downtown and north through the project area. North Sixth Street would be one-way northbound, while North Seventh Street would be one-way southbound. This would match the existing street orientation in the project area. The two streets would join at Avenue F, at which point the alignment would curve along a new alignment to the North Eighth Street and Avenue G intersection where it would join the viaduct segment. The proposed cross-section could be constructed within the existing North Seventh Street curb line from Avenue F to Kanesville Boulevard. From Kanesville Boulevard to Mill Street, the cross-section could be built within the existing North Sixth Street curb lines. From Mill Street to avenue F, the cross-section would have to be widened to 31 feet, this would still keep the sidewalks in their current locations. Where the two one-way pairs join at Avenue F, however, the roadway would curve along a new alignment to North Eighth Street at Avenue G. Two 12-foot travel lanes and a seven-foot parking lane would be provided. A trail system would be constructed along the west side of North Seventh Street and continue across the viaduct on the bicycle/pedestrian lane. Cost of the project is estimated at $22.8 million. POSITIVE IMPACTS: The new viaduct would improve access for local emergency services and improve safety for passengers in vehicles crossing the rail corridor. Congestion on the existing rail overpass would decline significantly,reducing the accident rate in the corridor greatly. At-grade crossing delays would be eliminated. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 73 structures, including 46 owner-occupied households, 29 rental units, one vacant residence, and two businesses. The proportion of minority households in the area is 11.7 percent and the proportion in the surrounding community is 7.5 percent. The proportion of low-income households in the project area is 10.7 percent, and the proportion in the surrounding community is 6.9 percent. Mynster /West Washington Historic District would continue to deteriorate. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 020252, 377 pages and maps, June 17, 2002 PY - 2002 VL - 4 KW - Roads and Railroads KW - Agency number: FHWA-IOWA-EIS-02-01-D KW - Cost Assessments KW - Highways KW - Highway Structures KW - Historic Districts KW - Minorities KW - Noise KW - Noise Assessments KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Trails KW - Transportation KW - Iowa KW - Department of Transportation Act of 1966, Historic Districts KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36387661?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=AVENUE+G+VIADUCT+AND+CONNECTING+CORRIDOR%2C+CITY+OF+COUNCIL+BLUFFS%2C+POTTAWATTAMIE+COUNTY%2C+IOWA.&rft.title=AVENUE+G+VIADUCT+AND+CONNECTING+CORRIDOR%2C+CITY+OF+COUNCIL+BLUFFS%2C+POTTAWATTAMIE+COUNTY%2C+IOWA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Ames, Iowa; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: June 17, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - AVENUE G VIADUCT AND CONNECTING CORRIDOR, CITY OF COUNCIL BLUFFS, POTTAWATTAMIE COUNTY, IOWA. [Part 1 of 4] T2 - AVENUE G VIADUCT AND CONNECTING CORRIDOR, CITY OF COUNCIL BLUFFS, POTTAWATTAMIE COUNTY, IOWA. AN - 36378785; 9366-020252_0001 AB - PURPOSE: The construction of a new viaduct over the main north-south rail corridor that bisects the city of Council Bluffs, Pottawattamie County, Iowa is proposed. The viaduct would be located immediately north of the central business district in a fully developed portion of metropolitan Council Bluffs. More specifically, the eastern portion of the project study area encompasses approximately 20 square blocks bounded by North Sixth Street, North Eighth Street, Avenue G, and Broadway. The western portion of the study area is bounded by North Sixth Street, Avenue F, Avenue H, and North Sixteenth Street. The existing Broadway viaduct is the only grade-separated structure over the heavily used rail corridor, resulting in congestion and an accident rate well above the normal for the area. Four alternatives, including a No-Build Alternative, are considered in detail in this draft EIS. Alternative 1, the preferred alternative, would involve provision of a one-way pair, beginning at Kanesville Boulevard and continuing along the Sixth /Seventh Street one-way pair that lies south of Kanesville Boulevard through downtown and north through the project area. North Sixth Street would be one-way northbound, while North Seventh Street would be one-way southbound. This would match the existing street orientation in the project area. The two streets would join at Avenue F, at which point the alignment would curve along a new alignment to the North Eighth Street and Avenue G intersection where it would join the viaduct segment. The proposed cross-section could be constructed within the existing North Seventh Street curb line from Avenue F to Kanesville Boulevard. From Kanesville Boulevard to Mill Street, the cross-section could be built within the existing North Sixth Street curb lines. From Mill Street to avenue F, the cross-section would have to be widened to 31 feet, this would still keep the sidewalks in their current locations. Where the two one-way pairs join at Avenue F, however, the roadway would curve along a new alignment to North Eighth Street at Avenue G. Two 12-foot travel lanes and a seven-foot parking lane would be provided. A trail system would be constructed along the west side of North Seventh Street and continue across the viaduct on the bicycle/pedestrian lane. Cost of the project is estimated at $22.8 million. POSITIVE IMPACTS: The new viaduct would improve access for local emergency services and improve safety for passengers in vehicles crossing the rail corridor. Congestion on the existing rail overpass would decline significantly,reducing the accident rate in the corridor greatly. At-grade crossing delays would be eliminated. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 73 structures, including 46 owner-occupied households, 29 rental units, one vacant residence, and two businesses. The proportion of minority households in the area is 11.7 percent and the proportion in the surrounding community is 7.5 percent. The proportion of low-income households in the project area is 10.7 percent, and the proportion in the surrounding community is 6.9 percent. Mynster /West Washington Historic District would continue to deteriorate. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 020252, 377 pages and maps, June 17, 2002 PY - 2002 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-IOWA-EIS-02-01-D KW - Cost Assessments KW - Highways KW - Highway Structures KW - Historic Districts KW - Minorities KW - Noise KW - Noise Assessments KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Trails KW - Transportation KW - Iowa KW - Department of Transportation Act of 1966, Historic Districts KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36378785?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=AVENUE+G+VIADUCT+AND+CONNECTING+CORRIDOR%2C+CITY+OF+COUNCIL+BLUFFS%2C+POTTAWATTAMIE+COUNTY%2C+IOWA.&rft.title=AVENUE+G+VIADUCT+AND+CONNECTING+CORRIDOR%2C+CITY+OF+COUNCIL+BLUFFS%2C+POTTAWATTAMIE+COUNTY%2C+IOWA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Ames, Iowa; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: June 17, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - AVENUE G VIADUCT AND CONNECTING CORRIDOR, CITY OF COUNCIL BLUFFS, POTTAWATTAMIE COUNTY, IOWA. [Part 3 of 4] T2 - AVENUE G VIADUCT AND CONNECTING CORRIDOR, CITY OF COUNCIL BLUFFS, POTTAWATTAMIE COUNTY, IOWA. AN - 36378287; 9366-020252_0003 AB - PURPOSE: The construction of a new viaduct over the main north-south rail corridor that bisects the city of Council Bluffs, Pottawattamie County, Iowa is proposed. The viaduct would be located immediately north of the central business district in a fully developed portion of metropolitan Council Bluffs. More specifically, the eastern portion of the project study area encompasses approximately 20 square blocks bounded by North Sixth Street, North Eighth Street, Avenue G, and Broadway. The western portion of the study area is bounded by North Sixth Street, Avenue F, Avenue H, and North Sixteenth Street. The existing Broadway viaduct is the only grade-separated structure over the heavily used rail corridor, resulting in congestion and an accident rate well above the normal for the area. Four alternatives, including a No-Build Alternative, are considered in detail in this draft EIS. Alternative 1, the preferred alternative, would involve provision of a one-way pair, beginning at Kanesville Boulevard and continuing along the Sixth /Seventh Street one-way pair that lies south of Kanesville Boulevard through downtown and north through the project area. North Sixth Street would be one-way northbound, while North Seventh Street would be one-way southbound. This would match the existing street orientation in the project area. The two streets would join at Avenue F, at which point the alignment would curve along a new alignment to the North Eighth Street and Avenue G intersection where it would join the viaduct segment. The proposed cross-section could be constructed within the existing North Seventh Street curb line from Avenue F to Kanesville Boulevard. From Kanesville Boulevard to Mill Street, the cross-section could be built within the existing North Sixth Street curb lines. From Mill Street to avenue F, the cross-section would have to be widened to 31 feet, this would still keep the sidewalks in their current locations. Where the two one-way pairs join at Avenue F, however, the roadway would curve along a new alignment to North Eighth Street at Avenue G. Two 12-foot travel lanes and a seven-foot parking lane would be provided. A trail system would be constructed along the west side of North Seventh Street and continue across the viaduct on the bicycle/pedestrian lane. Cost of the project is estimated at $22.8 million. POSITIVE IMPACTS: The new viaduct would improve access for local emergency services and improve safety for passengers in vehicles crossing the rail corridor. Congestion on the existing rail overpass would decline significantly,reducing the accident rate in the corridor greatly. At-grade crossing delays would be eliminated. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 73 structures, including 46 owner-occupied households, 29 rental units, one vacant residence, and two businesses. The proportion of minority households in the area is 11.7 percent and the proportion in the surrounding community is 7.5 percent. The proportion of low-income households in the project area is 10.7 percent, and the proportion in the surrounding community is 6.9 percent. Mynster /West Washington Historic District would continue to deteriorate. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 020252, 377 pages and maps, June 17, 2002 PY - 2002 VL - 3 KW - Roads and Railroads KW - Agency number: FHWA-IOWA-EIS-02-01-D KW - Cost Assessments KW - Highways KW - Highway Structures KW - Historic Districts KW - Minorities KW - Noise KW - Noise Assessments KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Trails KW - Transportation KW - Iowa KW - Department of Transportation Act of 1966, Historic Districts KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36378287?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=AVENUE+G+VIADUCT+AND+CONNECTING+CORRIDOR%2C+CITY+OF+COUNCIL+BLUFFS%2C+POTTAWATTAMIE+COUNTY%2C+IOWA.&rft.title=AVENUE+G+VIADUCT+AND+CONNECTING+CORRIDOR%2C+CITY+OF+COUNCIL+BLUFFS%2C+POTTAWATTAMIE+COUNTY%2C+IOWA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Ames, Iowa; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: June 17, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - AVENUE G VIADUCT AND CONNECTING CORRIDOR, CITY OF COUNCIL BLUFFS, POTTAWATTAMIE COUNTY, IOWA. [Part 2 of 4] T2 - AVENUE G VIADUCT AND CONNECTING CORRIDOR, CITY OF COUNCIL BLUFFS, POTTAWATTAMIE COUNTY, IOWA. AN - 36373160; 9366-020252_0002 AB - PURPOSE: The construction of a new viaduct over the main north-south rail corridor that bisects the city of Council Bluffs, Pottawattamie County, Iowa is proposed. The viaduct would be located immediately north of the central business district in a fully developed portion of metropolitan Council Bluffs. More specifically, the eastern portion of the project study area encompasses approximately 20 square blocks bounded by North Sixth Street, North Eighth Street, Avenue G, and Broadway. The western portion of the study area is bounded by North Sixth Street, Avenue F, Avenue H, and North Sixteenth Street. The existing Broadway viaduct is the only grade-separated structure over the heavily used rail corridor, resulting in congestion and an accident rate well above the normal for the area. Four alternatives, including a No-Build Alternative, are considered in detail in this draft EIS. Alternative 1, the preferred alternative, would involve provision of a one-way pair, beginning at Kanesville Boulevard and continuing along the Sixth /Seventh Street one-way pair that lies south of Kanesville Boulevard through downtown and north through the project area. North Sixth Street would be one-way northbound, while North Seventh Street would be one-way southbound. This would match the existing street orientation in the project area. The two streets would join at Avenue F, at which point the alignment would curve along a new alignment to the North Eighth Street and Avenue G intersection where it would join the viaduct segment. The proposed cross-section could be constructed within the existing North Seventh Street curb line from Avenue F to Kanesville Boulevard. From Kanesville Boulevard to Mill Street, the cross-section could be built within the existing North Sixth Street curb lines. From Mill Street to avenue F, the cross-section would have to be widened to 31 feet, this would still keep the sidewalks in their current locations. Where the two one-way pairs join at Avenue F, however, the roadway would curve along a new alignment to North Eighth Street at Avenue G. Two 12-foot travel lanes and a seven-foot parking lane would be provided. A trail system would be constructed along the west side of North Seventh Street and continue across the viaduct on the bicycle/pedestrian lane. Cost of the project is estimated at $22.8 million. POSITIVE IMPACTS: The new viaduct would improve access for local emergency services and improve safety for passengers in vehicles crossing the rail corridor. Congestion on the existing rail overpass would decline significantly,reducing the accident rate in the corridor greatly. At-grade crossing delays would be eliminated. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 73 structures, including 46 owner-occupied households, 29 rental units, one vacant residence, and two businesses. The proportion of minority households in the area is 11.7 percent and the proportion in the surrounding community is 7.5 percent. The proportion of low-income households in the project area is 10.7 percent, and the proportion in the surrounding community is 6.9 percent. Mynster /West Washington Historic District would continue to deteriorate. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 020252, 377 pages and maps, June 17, 2002 PY - 2002 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-IOWA-EIS-02-01-D KW - Cost Assessments KW - Highways KW - Highway Structures KW - Historic Districts KW - Minorities KW - Noise KW - Noise Assessments KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Trails KW - Transportation KW - Iowa KW - Department of Transportation Act of 1966, Historic Districts KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36373160?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=AVENUE+G+VIADUCT+AND+CONNECTING+CORRIDOR%2C+CITY+OF+COUNCIL+BLUFFS%2C+POTTAWATTAMIE+COUNTY%2C+IOWA.&rft.title=AVENUE+G+VIADUCT+AND+CONNECTING+CORRIDOR%2C+CITY+OF+COUNCIL+BLUFFS%2C+POTTAWATTAMIE+COUNTY%2C+IOWA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Ames, Iowa; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: June 17, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - LRT LINE TO FARMERS BRANCH AND CARROLTON IN DALLAS AND DENTON COUNTIES, TEXAS. AN - 36412902; 9349 AB - PURPOSE: The construction and operation of a 17.8-mile light rail transit (LRT) project extending from downtown Dallas to Farmers Branch and Carrollton in Dallas and Denton counties, Texas is proposed. Correct and projected travel patterns, levels of roadway congestion, and population and employment growth render the current transportation system untenable. Regional population is expected to increase from 4.2 million to 7.0 million by the year 2025. Over the same period, regional employment is expected to increase from 2.3 million to 3.9 million. In addition to the No Action Alternative, several LRT design options and station location options as well as bus and rail operating options are addresses in this draft EIS. The LRT alternative would provide a rail system parallel to Interstate 35E (Stemmons Freeway) from downtown Dallas north through the cities of Dallas, Farmers Branch, and Carrollton, The corridor would be linked at the south end to the Dallas central business district, which provides jobs for 120,000 workers as well as a variety of education, health, entertainment, and residential amenities. These corridor activity centers include the new American Airlines Center professional sports and entertainment arena and associated Victory office, retail, and residential developments; the Stemmons Business Corridor/Dallas Market Center wholesale district; the health services, the Medical Center District; Dallas Love Field Airport; and various commercial and industrial activities. The LRT line would follow the former Union Pacific Railroad (UPRR) rights-of-way for most of its length. The alignment would depart from the UPRR rights-of-way to serve the Medical Center areas. In the Medical Center area, the line would depart from the UPRR rights-of-way north of Wycliff Avenue and enter Harry Hines Boulevard on an aerial structure. The LRT alignment would remain elevated along Harry Hines Boulevard to a point just south of Mockingbird Lane and Denton Drive. 12 stations would serve the base alignment, with parking provided at eight of these stations and bus access provided for all stations. Depending on the option selected, capital costs of the project range from $966 million to $1.2 billion. POSITIVE IMPACTS: The LRT line would provide connections to major activity centers, employment centers, community resources, and other regional transit services provided by Dallas Area Rapid Transit. Mobility and air quality in the increasingly congested corridor would be improved by removal of motor vehicle traffic from major highways. Capital investment in the corridor and adjacent areas would be encouraged. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of 174 to 176 households and 50 to 129 businesses. A total of 28 at-grade crossings would continue to result in conflicts between rail and motor vehicle traffic. The system would affect neighborhood integrity in the vicinity of the Bachman Station, Market Center/Oak Lawn Station, and the Medical Center. Moderate noise level increases would affect numerous sensitive receptors, and vibration impacts would affect one residence. Visual impacts would be experienced at four or five locations. One U.S. jurisdictional waterway would be impacted by the loss of 0.1 acre of wetlands. Construction activities would encounter up to 45 hazardous materials sites. LEGAL MANDATES: Federal Transit Act (53 U.S.C. 5323(b)) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 020234, 673 pages, Map Supplement, June 7, 2002 PY - 2002 KW - Roads and Railroads KW - Air Quality KW - Cultural Resources KW - Employment KW - Hazardous Materials KW - Highways KW - Land Use KW - Noise KW - Parking KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Safety KW - Socioeconomic Assessments KW - Transportation KW - Visual Resources KW - Water Quality KW - Wetlands KW - Texas KW - Federal Transit Act, 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/36412902?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-06-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=LRT+LINE+TO+FARMERS+BRANCH+AND+CARROLTON+IN+DALLAS+AND+DENTON+COUNTIES%2C+TEXAS.&rft.title=LRT+LINE+TO+FARMERS+BRANCH+AND+CARROLTON+IN+DALLAS+AND+DENTON+COUNTIES%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Fort Worth, Texas; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: June 7, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CROSS-BASE HIGHWAY, PIERCE COUNTY, WASHINGTON (Draft Supplement to the Draft Environmental Impact Statement of May 1998) AN - 36410789; 9348 AB - PURPOSE: Construction of 5.9 miles of arterial roadway between Interstate 5 (I-5) and State Route (SR) 7 (Pacific Avenue) in the City of Lakewood and Pierce County, Washington is proposed. The project, to be known as Cross-Base Highway, would extend from the Thorne Lane interchange on I-5 to the intersection of 176th Street South and SR 7. The new roadway would provide four through lanes. In addition to the No Action alternative, a transportation demand management /transportation system management (TDM/TSM) and two primary build alternatives were considered in the May 1998 draft EIS; two alignment variations of one of the primary build alternatives were also considered. TDM strategies considered included employer-based programs, support facilities, telecommunications facilities, and transportation pricing and land use strategies. TSM strategies considered included traditional improvements such as intersection and traffic signal enhancements, transit improvements and street /highway management techniques such as ramp metering and high-occupancy-vehicle priority treatments. TDM/TSM strategies were rejected. Under the build alternative, access would be limited to three signalized intersections, including two in American Lake Gardens and one at the Spanaway Loop Road S extension, and an interchange at A Street providing access to McChord Air Force Base. The existing Thorne Lane interchange would be reconstructed to accommodate additional traffic, and the intersection of 176th Street South and SR 7 would be enlarged, providing additional lanes for turning movements. On Fort Lewis, Lincoln Road would be realigned to connect with the A Street interchange and a new military access road between Fort Lewis and McChord AFT would be provided on the east side of Burlington Northern Santa Fe (BNSF) railroad right-of-way. This draft supplement to the draft EIS addresses additions to the project at its western terminus required to maintain a satisfactory level of service and provides current information where conditions, applicable policies or regulations have changed. In addition to a No Action Alternative, four possible alignment alternatives are considered in this supplement. A southern alignment has been selected as the preferred alternative. Cost of the preferred alternative is estimated at $127.45 million. POSITIVE IMPACTS: The Cross-Base Highway would provide a necessary link in the regional transportation system, connecting existing and planned residential areas in mid-Pierce County and north Thurston County with two of the largest employment sites in Pierce County, Fredrickson, and DuPont. The arterial road would reduce projected traffic volumes and congestion, particularly during peak periods, on existing roads, including SR 7, SR 512, SR 507, Spanaway Loop Road S, and 174th Street S. All these roads are projected to operate at, near or above capacity in the year 2017 if additional east-west capacity is not added. The Pierce County Comprehensive Plan assumes the development of an arterial link between the mid-Pierce County area and the cities of Lakewood and DuPont. NEGATIVE IMPACTS: The project would result in displacement of Clover Park Head State /American Lake South Facility, isolation of properties along Murray Road SW, or displacement of land owned by Fort Lewis and used by the technical college. Acquisition of right-of-way would also require displacement of housing units and up to three businesses. Under one alternative, minority populations would be affected by isolation of the southwest corner of American Lake Gardens. Highway construction would displace acres of wildlife habitat, including forest and scrub communities, and the highway would present a barrier to wildlife movements. The project would affect a portion of the Pierce County wetland buffer, and operation of the highway would impact water detention and treatment, drainage patterns, water quality and wildlife habitat. Traffic on the highway would increase noise levels within the corridor significantly and, though noise barriers would mitigate impacts to residents, 179 residences would be exposed to noise in excess of federal standards. Noise and traffic would alter the setting for the Woodbrook Hunt Club and generally change the visual appearance of the area adjacent to 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0231D, Volume 22, Number 3. JF - EPA number: 020233, 422 pages and maps, June 6, 2002 PY - 2002 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-02-03-DS KW - Air Quality Assessments KW - Biologic Assessments KW - Bridges KW - Forests KW - Highways KW - Highway Structures KW - Military Facilities (Air Force) KW - Minorities KW - Noise KW - Noise Control KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Schools KW - Wetlands KW - Wildlife KW - Wildlife Habitat KW - Fort Lewis KW - McChord Air Force Base KW - Washington KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Recreation Resources KW - Executive Order 11990, Wetlands KW - Executive Order 12898, Minorities KW - Federal Water Pollution Control Act of 1972, NPDES Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36410789?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-06-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CROSS-BASE+HIGHWAY%2C+PIERCE+COUNTY%2C+WASHINGTON+%28Draft+Supplement+to+the+Draft+Environmental+Impact+Statement+of+May+1998%29&rft.title=CROSS-BASE+HIGHWAY%2C+PIERCE+COUNTY%2C+WASHINGTON+%28Draft+Supplement+to+the+Draft+Environmental+Impact+Statement+of+May+1998%29&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: June 6, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BUTTE 70/149/99/191 HIGHWAY IMPROVEMENT PROJECT: STATE ROUTE 70/149/99 /91 IN BUTTE COUNTY, CALIFORNIA. AN - 36416142; 9344 AB - PURPOSE: The widening of a 4.6-mile two-lane section of State Route (SR) 149 to a four-lane expressway between SR 70 and SR 99 and the construction of freeway-to-freeway interchanges at the SR 70 and SR 99 intersections in Butte County, California is proposed. The highway, which provides a connecting link between the four-lane section of SR 70 north of Oroville and the four-lane-section of SR 9 south of Chico, serves inter-regional and local commuter traffic. The capacity of the roadway and its poor physical condition have lead to congestion and safety problems. Four alternatives, including a No Action Alternative and three build alternatives, are considered in this draft EIS. Under the build alternatives, improvements would include provision of two additional 12-foot lanes, a 60- to 72-foot median, 10-foot outside shoulders, and a five-foot median shoulder for the full length of the study corridor. In addition, the project would include realignment of SR 70 between SR 149 and SR 191, rehabilitation of the existing SR 149 roadway, construction of the abovementioned freeway-to-freeway interchanges, reconstruction of the SR 70/191 intersection, and construction of driveway access roads. Action Alternative 1 would widen the highway to the south, while Action Alternative 2 would widen the highway to the north. Alternative 3 would realign the highway to avoid habitat for the endangered Butte County Meadowfoam. Project costs range from $80 million to $90 million. POSITIVE IMPACTS: The project would improve safety, provide concept level of service C for the year 2020, and provide an inter-regional transportation facility between Oroville and Chico. NEGATIVE IMPACTS: Depending on the action alternative selected, rights-of-way requirements for the project would result in the displacement of four residences, three to four businesses, three acres of farmland, 24 parcels of Williamson Act land, 29.33 to 33.58 acres of fairy and tadpole shrimp habitat, 5.56 to 7.29 acres of vernal pool and swale habitat, and up to 0.57 acres of Butte County Meadofoam habitat. Traffic-generated noise would exceed federal standards in the vicinity of three noise-sensitive receptors. The highway would traverse two floodplains. 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: 020229, 397 pages and maps, June 3, 2002 PY - 2002 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-02-01-D KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Floodplains KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Section 404(b) Statements KW - Shellfish KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - California KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36416142?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-06-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BUTTE+70%2F149%2F99%2F191+HIGHWAY+IMPROVEMENT+PROJECT%3A+STATE+ROUTE+70%2F149%2F99+%2F91+IN+BUTTE+COUNTY%2C+CALIFORNIA.&rft.title=BUTTE+70%2F149%2F99%2F191+HIGHWAY+IMPROVEMENT+PROJECT%3A+STATE+ROUTE+70%2F149%2F99+%2F91+IN+BUTTE+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sacramento, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: June 3, 2002 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - Stable carbon and oxygen isotopic variations in modern Rabdotus land snail shells in the Southern Great Plains, USA, and their relation to environment AN - 52097052; 2002-047603 AB - Variations of stable isotopic ratios of carbon ( (super 13) C/ (super 12) C) and oxygen ( (super 18) O/ (super 16) O) were investigated in modern shells of two species of Rabdotus land snails (R. dealbatus and R. alternatus) in the southern Great Plains. Geographic variation in relation to climate and vegetation, microgeographic variation, variability among individuals, and detailed records of seasonal variations within individual shells were studied. Stable carbon isotopic ratios in shell carbonate are primarily a function of the isotopic composition of the diet of the snails, as represented by the isotopic composition of shell organic matter. This in turn reflects the presence or absence of CAM (Crassulacean Acid Metabolism) or C (sub 4) plants. Vegetation density may have a small effect on the carbon isotope ratios. Microgeographic variation (samples within 25 to 300 m) is greater than that seen across different climatic regions and points to very local control of isotopic variations, predominantly related to vegetation. Seasonal variations, as assessed through serial analysis of individual shells (up to 35 samples per shell), may provide a means for distinguishing between isotopic influences of perennial CAM vs. annual C (sub 4) plants. Carbon isotopic variations in time-series of shells from a site provide a means of reconstructing temporal changes in environment and climate. Oxygen isotopic values of shell carbonate are uniform across the region and also show no significant microgeographic variation. The oxygen isotopic composition appears to be mainly a function of the rainwater isotopic composition, with no direct influence of rainfall amount or evaporative effects. The delta (super 18) O values are only 2 per mil enriched relative to estimated equilibrium with rainwater. Variability is low (SD of 0.8 per mil among sites), so the isotopic composition of fossil Rabdotus shells can provide a precise record of changes in the isotopic composition of rain over time. JF - Geochimica et Cosmochimica Acta AU - Goodfriend, Glenn A AU - Ellis, G Lain Y1 - 2002/06// PY - 2002 DA - June 2002 SP - 1987 EP - 2002 PB - Pergamon, Oxford VL - 66 IS - 11 SN - 0016-7037, 0016-7037 KW - United States KW - terrestrial environment KW - oxygen KW - Rabdotus alternatus KW - isotopes KW - vegetation KW - Rabdotus dealbatus KW - Holocene KW - stable isotopes KW - modern KW - Cenozoic KW - Rabdotus KW - carbon KW - Invertebrata KW - Great Plains KW - ecology KW - Mollusca KW - geochemistry KW - climate KW - Southern Great Plains KW - forests KW - North America KW - shells KW - Quaternary KW - isotope ratios KW - Gastropoda KW - biochemistry KW - prairies KW - C-13/C-12 KW - statistical analysis KW - Texas KW - O-18/O-16 KW - grasslands KW - seasonal variations KW - upper Holocene KW - 24:Quaternary geology KW - 02D:Isotope geochemistry UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/52097052?accountid=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=Geochimica+et+Cosmochimica+Acta&rft.atitle=Stable+carbon+and+oxygen+isotopic+variations+in+modern+Rabdotus+land+snail+shells+in+the+Southern+Great+Plains%2C+USA%2C+and+their+relation+to+environment&rft.au=Goodfriend%2C+Glenn+A%3BEllis%2C+G+Lain&rft.aulast=Goodfriend&rft.aufirst=Glenn&rft.date=2002-06-01&rft.volume=66&rft.issue=11&rft.spage=1987&rft.isbn=&rft.btitle=&rft.title=Geochimica+et+Cosmochimica+Acta&rft.issn=00167037&rft_id=info:doi/10.1016%2FS0016-7037%2802%2900824-4 L2 - http://www.sciencedirect.com/science/journal/00167037 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 - 2002-01-01 N1 - Number of references - 57 N1 - Document feature - illus. incl. 3 tables, sketch map N1 - Last updated - 2012-06-07 N1 - CODEN - GCACAK N1 - SubjectsTermNotLitGenreText - biochemistry; C-13/C-12; carbon; Cenozoic; climate; ecology; forests; Gastropoda; geochemistry; grasslands; Great Plains; Holocene; Invertebrata; isotope ratios; isotopes; modern; Mollusca; North America; O-18/O-16; oxygen; prairies; Quaternary; Rabdotus; Rabdotus alternatus; Rabdotus dealbatus; seasonal variations; shells; Southern Great Plains; stable isotopes; statistical analysis; terrestrial environment; Texas; United States; upper Holocene; vegetation DO - http://dx.doi.org/10.1016/S0016-7037(02)00824-4 ER - TY - JOUR T1 - Effects of dead loads on the lateral response of battered pile groups AN - 51959328; 2003-053944 AB - The effects of vertical load on the lateral resistance of single piles were initially reviewed to facilitate the interpretation of the test results of pile groups. Then, 18 different lateral load tests were carried out in the centrifuge on the 3X3 and the 4X4 fixed-head battered pile groups to investigate the effects of vertical load on the group lateral resistance. Vertical dead loads ranging from approximately 20 to 80% of the vertical ultimate group capacity P (sub uv) were applied. Based on these tests, the effects of vertical dead load on the lateral resistance of the battered pile groups are found to depend on pile arrangement, pile inclination, and soil density. The lateral resistances of the 3X3 pile groups do not appear to vary considerably with the vertical dead loads in the range of the vertical loads studied. For the 4X4 pile groups however, the lateral resistances at vertical loads of approximately 50 and 80% P (sub uv) may be 26-29% and even 40% higher than that at the 20% P (sub uv) dead load. It may be inferred that designs based on standard lateral load tests with small vertical dead loads would be on the safe side. Three mechanisms for vertical load effects are discussed in terms of axial tension and compression failures, influence of pile inclination, and initial subgrade reaction caused by vertical loading. Preliminary numerical analyses are also performed to simulate the responses of some of the battered pile groups. JF - Canadian Geotechnical Journal = Revue Canadienne de Geotechnique AU - Zhang, L M AU - McVay, M C AU - Han, S J AU - Lai, P W AU - Gardner, R Y1 - 2002/06// PY - 2002 DA - June 2002 SP - 561 EP - 575 PB - National Research Council of Canada, Ottawa, ON VL - 39 IS - 3 SN - 0008-3674, 0008-3674 KW - models KW - batter piles KW - centrifuge methods KW - vertical dead loads KW - numerical analysis KW - loading KW - load tests KW - piles KW - lateral loading KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51959328?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Canadian+Geotechnical+Journal+%3D+Revue+Canadienne+de+Geotechnique&rft.atitle=Effects+of+dead+loads+on+the+lateral+response+of+battered+pile+groups&rft.au=Zhang%2C+L+M%3BMcVay%2C+M+C%3BHan%2C+S+J%3BLai%2C+P+W%3BGardner%2C+R&rft.aulast=Zhang&rft.aufirst=L&rft.date=2002-06-01&rft.volume=39&rft.issue=3&rft.spage=561&rft.isbn=&rft.btitle=&rft.title=Canadian+Geotechnical+Journal+%3D+Revue+Canadienne+de+Geotechnique&rft.issn=00083674&rft_id=info:doi/ L2 - http://pubs.nrc-cnrc.gc.ca/rp-ps/journalDetail.jsp?jcode=cgj&lang=eng LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2003-01-01 N1 - Number of references - 27 N1 - PubXState - ON N1 - Document feature - illus. incl. 3 tables N1 - Last updated - 2012-06-07 N1 - CODEN - CGJOAH N1 - SubjectsTermNotLitGenreText - batter piles; centrifuge methods; lateral loading; load tests; loading; models; numerical analysis; piles; vertical dead loads ER - TY - JOUR T1 - Rail passenger equipment accidents and the evaluation of crashworthiness strategies AN - 18504620; 5475194 AB - The US Department of Transportation's Federal Railroad Administration's (FRA) Office of Research and Development has been conducting research into rail equipment crashworthiness. The approach taken in conducting this research has been to review relevant accidents, to identify options for design modifications to improve occupant survivability and to apply analytic tools and testing techniques for evaluating the effectiveness of these strategies. Accidents have been grouped into three categories: train-to-train collisions, collisions with objects, such as grade crossing collisions, and derailments and other single-train events. In order to determine the potential effectiveness of improved crashworthiness equipment, computer models have been used to simulate the behaviour of conventional and modified equipment in scenarios based on accidents. JF - Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit AU - Tyrell, D C AD - Volpe National Transportation Systems Center, US Department of Transportation, Kendall Square, Cambridge, MA 02142, USA Y1 - 2002/06// PY - 2002 DA - Jun 2002 SP - 131 EP - 147 VL - 216 IS - 2 SN - 0954-4097, 0954-4097 KW - crashworthiness KW - safety engineering KW - Health & Safety Science Abstracts KW - H 2000:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/18504620?accountid=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=Proceedings+of+the+Institution+of+Mechanical+Engineers%2C+Part+F%3A+Journal+of+Rail+and+Rapid+Transit&rft.atitle=Rail+passenger+equipment+accidents+and+the+evaluation+of+crashworthiness+strategies&rft.au=Tyrell%2C+D+C&rft.aulast=Tyrell&rft.aufirst=D&rft.date=2002-06-01&rft.volume=216&rft.issue=2&rft.spage=131&rft.isbn=&rft.btitle=&rft.title=Proceedings+of+the+Institution+of+Mechanical+Engineers%2C+Part+F%3A+Journal+of+Rail+and+Rapid+Transit&rft.issn=09544097&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2006-11-01 N1 - Last updated - 2011-12-13 ER - TY - JOUR T1 - US rail equipment crashworthiness standards AN - 18501694; 5475193 AB - In 1999 the US Department of Transportation's Federal Railroad Administration (FRA) issued new regulations and the American Public Transportation Association (APTA) issued new standards for rail passenger equipment crashworthiness. These new regulations and standards include conventional strength-based requirements for equipment used below 200 km/h (125 mile/h), crashenergy management for equipment used above 200 km/h (125 mile/h) and dynamic sled testing of occupant seats. JF - Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit AU - Tyrell, D C AD - Volpe National Transportation Systems Center, US Department of Transportation, Kendall Square, Cambridge, MA 02142, USA Y1 - 2002/06// PY - 2002 DA - Jun 2002 SP - 123 EP - 130 VL - 216 IS - 2 SN - 0954-4097, 0954-4097 KW - crashworthiness KW - safety regulations KW - Health & Safety Science Abstracts KW - H 2000:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/18501694?accountid=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=Proceedings+of+the+Institution+of+Mechanical+Engineers%2C+Part+F%3A+Journal+of+Rail+and+Rapid+Transit&rft.atitle=US+rail+equipment+crashworthiness+standards&rft.au=Tyrell%2C+D+C&rft.aulast=Tyrell&rft.aufirst=D&rft.date=2002-06-01&rft.volume=216&rft.issue=2&rft.spage=123&rft.isbn=&rft.btitle=&rft.title=Proceedings+of+the+Institution+of+Mechanical+Engineers%2C+Part+F%3A+Journal+of+Rail+and+Rapid+Transit&rft.issn=09544097&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2006-11-01 N1 - Last updated - 2011-12-13 ER - TY - JOUR T1 - The application of system safety engineering and management techniques at the US Federal Aviation Administration (FAA) AN - 18223439; 5292661 JF - Safety Science AU - McIntyre, G R AD - FAA Office of System Safety, 800 Independence Avenue SW, Washington, DC 20591, USA, geoff.mcintyre@faa.gov Y1 - 2002/06// PY - 2002 DA - Jun 2002 SP - 325 EP - 335 VL - 40 IS - 1-4 SN - 0925-7535, 0925-7535 KW - Federal Aviation Administration KW - airlines KW - safety engineering KW - safety systems KW - Health & Safety Science Abstracts KW - Federal regulations KW - Government regulations KW - USA KW - H 2000:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/18223439?accountid=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=Safety+Science&rft.atitle=The+application+of+system+safety+engineering+and+management+techniques+at+the+US+Federal+Aviation+Administration+%28FAA%29&rft.au=McIntyre%2C+G+R&rft.aulast=McIntyre&rft.aufirst=G&rft.date=2002-06-01&rft.volume=40&rft.issue=1-4&rft.spage=325&rft.isbn=&rft.btitle=&rft.title=Safety+Science&rft.issn=09257535&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2006-11-01 N1 - Last updated - 2011-12-14 N1 - SubjectsTermNotLitGenreText - USA; Government regulations; Federal regulations ER - TY - RPRT T1 - U.S. 67 (FAP 310) BETWEEN JACKSONVILLE AND MACOMB, MORGAN, CASS, SCHUYLER, AND MCDONNOUGH COUNTIES, ILLINOIS. AN - 36398461; 9336 AB - PURPOSE: The construction of a four-lane, partially access controlled, divided expressway within the U.S. 67 corridor extending 61.6 miles from the Jacksonville Bypass on the south to U.S. 136 on the north in Morgan, Cass, Schuyler, and McDonough counties, Illinois is proposed. The project would provide a modern highway connecting Jacksonville and Macomb. Three alternatives, including a No-Build Alternative, are considered in this final EIS. Both build alternatives include bypasses around Beardstown, Rushville, and Industry. Alternative E, the preferred alternative, would generally follow existing U.S. 67 from the west bypass of Jacksonville to U.S. 136 west of Macomb. Alternative A would begin at the west bypass and follow existing U.S. 67 to just east of Arenzville-Concord Road, where it would turn north to the Burlington Northern-Santa Fe railroad tracks. The alignment would parallel the tracks through Concord, then follow a northwestern path along the southeast side of Mud Creek, passing through the bluffs area and bypassing Arenzville to the west. The alignment would then continue north until it rejoined the railroad tracks, then in a north-northwesterly direction to connect with the Beardstown Bypass. From the bypass, it would generally follow existing U.S. 67 terminating at U.S. 136 west of Macomb. Costs of alternatives A and E are estimated at $520 million and $560 million, respectively. POSITIVE IMPACTS: The new highway would provide improved transportation continuity, upgraded rural access, improved travel efficiency, and enhanced economic stability and development. NEGATIVE IMPACTS: Depending on the build alternative chosen, the project would result displacement of 30 to 36 wetlands covering a total of 32.1 to 40.2 acres, 214 to 249 acres of mesic forest, 36 to 60 acres of forbland, 26 to 29 acres of riverine habitat, 15 to 20 acres of floodplain forest, up to two acres of sand prairie, and one to four acres of loess hill prairie, 1,722 to 1,873 acres of farmland, 19 to 37 residences and farmsteads, 54 to 74 other structures associated with residences, one commercial facility, and one public facility. Habitat for eight to 13 threatened and endangered species would be affected. A total of 1,927 to 2,028 acres of rights-of-way would be displaced. The facility would traverse 18 to 20 bodies of water. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 01-0442D, Volume 25, Number 4. JF - EPA number: 020221, 599 pages and maps, May 30, 2002 PY - 2002 KW - Roads and Railroads KW - Agency number: FHWA-IL-EIS-00-02-F KW - Cultural Resources Surveys KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Highways KW - Highway Structures KW - Relocations-Property Acquisitions KW - Section 404(b) Statements KW - Socioeconomic Assessments KW - Wetlands KW - Wildlife Habitat KW - Illinois 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/36398461?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-05-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=U.S.+67+%28FAP+310%29+BETWEEN+JACKSONVILLE+AND+MACOMB%2C+MORGAN%2C+CASS%2C+SCHUYLER%2C+AND+MCDONNOUGH+COUNTIES%2C+ILLINOIS.&rft.title=U.S.+67+%28FAP+310%29+BETWEEN+JACKSONVILLE+AND+MACOMB%2C+MORGAN%2C+CASS%2C+SCHUYLER%2C+AND+MCDONNOUGH+COUNTIES%2C+ILLINOIS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Springfield, Illinois; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: May 30, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MON/FAYETTE TRANSPORTATION PROJECT, PA ROUTE 51 TO I-376, ALLEGHENY COUNTY, PENNSYLVANIA. AN - 36416083; 9329 AB - PURPOSE: The implementation of the Mon/Fayette Transportation Project, a four-lane limited access highway extending 24 miles from Pennsylvania Route 51 (PA 51) to Interstate 376 (I-376) in Allegheny County, Pennsylvania, is proposed. The project is one of four being considered to develop a program of transportation improvement projects along a 65-mile corridor between Pittsburgh, Pennsylvania and Morgantown, West Virginia. The project at hand would involve construction of a tolled expressway between Jefferson Hills and Parkway East at Monroeville and Pittsburgh. The total number of vehicle trips in southwestern Pennsylvania grew by 12 percent from 1990 to 1997 and estimates indicate that vehicle trip numbers will grow 22 percent from 1997 to 2025. The existing roadway suffers from poor pavement conditions, insufficient capacity, and a poor safety record. Three alternatives, including two new alignment alternatives and a No Action Alternative, are considered in this draft EIS. Both action alternatives would begin near Large at the terminus of the Mon/Fayette Expressway (I-70), extend north to the Monogahela River in Duqesne, cross the river, and extend north to a connection with I-376 near Monroeville. After crossing the river, the North Shore Alternative would extend westward to Pittsburgh parallel to the north shore of the river. The South Shore Alternative would extend westward paralleling the south shore of the river and crossing over to the north shore river to connect with I-376. Estimated construction costs for the North Shore Alternative range from $1.275 billion to $1.363 billion, while estimated construction costs for the South Shore Alternative range from $1.903 billion to $1.951 billion. The North Shore Alternative has been identified as the preferred alternative. POSITIVE IMPACTS: The project would provide a modern transportation facility that would ensure the efficient movement of goods and services through the area; improve the safety of motorists, expand job opportunities by providing enhanced access to employment centers, and improve access to social services and accessibility for emergency service vehicles. NEGATIVE IMPACTS: Rights-of-way requirements for either action alternative would result in the displacement of residences, businesses and community facilities. The project would affect several parks and other recreational areas, numerous sites and districts listed or eligible for listing on the National Register of Historic Places as well as railroads eligible or listed railroads. Railroad relocations would be necessary. The highway would traverse extensive areas likely to contain archaeological resource sites. The project would affect wetlands; cross perennial streams, requiring stream relocations; and traverse floodplains, forest, rangeland, agricultural land, and hazardous waste sites. Habitat for endangered species would be affected. Some moderately valuable coal seams could be removed from possible production. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 020213, Volume 1--218 pages, Volume 467 pages, Volume 3--Map Supplement, Volume 4--321 pages, Volume 5--367 pages, May 24, 2002 PY - 2002 KW - Roads and Railroads KW - Agency number: FHWA-PA-EIS-02-01-D KW - Archaeological Sites KW - Bridges KW - Coal KW - Cost Assessments KW - Employment KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Floodplains KW - Forests KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Parks KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Ranges KW - Rivers KW - Safety KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Streams KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Pennsylvania KW - Department of Transportation Act of 1966, Recreation Resources KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36416083?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-05-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MON%2FFAYETTE+TRANSPORTATION+PROJECT%2C+PA+ROUTE+51+TO+I-376%2C+ALLEGHENY+COUNTY%2C+PENNSYLVANIA.&rft.title=MON%2FFAYETTE+TRANSPORTATION+PROJECT%2C+PA+ROUTE+51+TO+I-376%2C+ALLEGHENY+COUNTY%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Harrisburg, Pennsylvania; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: May 24, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - IRONTON-RUSSEL BRIDGE REPLACEMENT PROJECT, LAWRENCE COUNTY, OHIO AND GREENUP COUNTY, KENTUCKY. AN - 36410597; 9324 AB - PURPOSE: The replacement of the existing functionally obsolete and structurally deficient Ironton-Russell Bridge in Lawrence County, Ohio with Greenup County, Kentucky is proposed. The bridge, which spans the Ohio River at mile post 327.1, was built in 1922 to connect the communities of Ironton, Ohio and Russell, Kentucky. Access to the bridge is impeded by the 90-degree approaches that slow the continuous flow of traffic. Having a cantilevered truss design, the bridge's center span is supported by a typical pin-and-hanger arrangement that is non-redundant and could result in the loss of structural integrity if one or more of the pins should fail. Upkeep of the bridge has proven expensive. Five feasible alternatives and a No Action Alternative are considered in this draft EIS. The preferred alternative (Option B/C-3A) would involve replacement of the existing bridge with a new bridge at a new location. The new bridge would be served by improved approaches. POSITIVE IMPACTS: Replacement of the bridge would provide a safe and efficient crossing to allow rapid access between the communities of Ironton and Russell. The project would expand crossing capacity to meet the demands of the growing communities and, thereby, improving the quality of life in the area, a top priority of the Appalachian Regional Commission and the Ohio's Governor's Office of Appalachia. NEGATIVE IMPACTS: Rights-of-way requirements for the preferred alternative would result in the displacement of eight residences and six commercial enterprise as well as parking spaces and other property from three other enterprises. Aerial crossings of two railroad lines and one business would be required. The alternative would require demolition of the existing bridge, which is eligible for inclusion on the National Register of Historic Places as a selected bridge in the Ohio Historic Bridge Inventory Evaluation and Preservation Plan. Access to certain local streets would be closed, and higher traffic volumes would affect certain streets LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972, as amended (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 020208, 478 pages, May 23, 2002 PY - 2002 KW - Roads and Railroads KW - Agency number: FHWA-Ohio-EIS-02-01-D KW - Air Quality KW - Bridges KW - Cultural Resources KW - Demolition KW - Floodplains KW - Highways KW - Highway Structures KW - Historic Sites KW - Land Use KW - Noise KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Transportation KW - Visual Resources KW - Water Resources KW - Wetlands KW - Wildlife KW - Ohio KW - Department of Transportation Act of 1966, Historic Sites 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/36410597?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-05-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=IRONTON-RUSSEL+BRIDGE+REPLACEMENT+PROJECT%2C+LAWRENCE+COUNTY%2C+OHIO+AND+GREENUP+COUNTY%2C+KENTUCKY.&rft.title=IRONTON-RUSSEL+BRIDGE+REPLACEMENT+PROJECT%2C+LAWRENCE+COUNTY%2C+OHIO+AND+GREENUP+COUNTY%2C+KENTUCKY.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Columbus, Ohio; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: May 23, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-270/US 15 MULTI-MODAL CORRIDOR STUDY, FREDRICK AND MONTGOMERY COUNTIES, MARYLAND. AN - 36410570; 9322 AB - PURPOSE: The improvement of 31 miles of the Interstate 270 (I-270)/U.S. 15 corridor from the Shady Grove Metro Rapid Transit Station to the U.S. 15/Biggs Ford Road intersection, north of Fredrick in Fredrick and Montgomery counties, Maryland is proposed. The corridor is a vital component of the surface transportation system in the metropolitan Washington region and includes portions of I-270, U.S. 15, and U.S. 40. I-70 provides one of the two interstate highway connections between the nation's capital and points west, the other connection being I-66 in Virginia. I-270 is a fully access-controlled facility providing four to 12 travel lanes. Five alternatives, including a No-Build Alternative (Alternative 1). A transportation system management/transport demand management (TSM /TDM) alternative, and three build alternatives, are considered in this draft EIS. The build alternatives consist of several combinations of highway and transit strategies, including general purpose lanes, auxiliary lanes, high-occupancy-vehicle lanes, collector-distributor lanes, light rail transit, BRT, premium bus service provisions, and other improvements. Capital costs of the TSM/TDM alternative are estimated at $33 million. Capital costs of the build alternatives range from $2.6 billion to $2.9 billion. POSITIVE IMPACTS: The TSM/TDM and build alternatives would improve safety and capacity along the affected corridor. The movement of commuter and through traffic would be enhanced significantly. NEGATIVE IMPACTS: The TSM/TDM alternative would require 18 acres of new rights-of-way, impacting 0.5 acre of wetlands, and result in traffic-generated noise levels in excess of federal standards in the vicinity of 33 sensitive receptors. Selection of a build alternative would require 446 to 592 acres of rights-of-way, resulting in the displacement of 64 to 385 residences, two to 11 businesses, 10.7 to 11.6 acres of wetlands, 180 to 199 acres of forest, habitat for four to six federally protected species, 106 to 133 acres of farmland within 27 to 30 farms, and 37 to 48 acres of parkland within 11 to 13 parks. Five to seven historic sites would be affected by build alternatives, and construction activities would encounter four to six hazardous materials sites. Build alternatives would result in traffic-generated noise levels in excess of federal standards in the vicinity of 35 to 52 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). JF - EPA number: 020206, Volume 1--707 pages and maps, Volume 2--428 pages and maps, May 21, 2002 PY - 2002 KW - Roads and Railroads KW - Endangered Species (Animals) KW - Farmlands KW - Forests KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Parks KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Maryland KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36410570?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-05-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-270%2FUS+15+MULTI-MODAL+CORRIDOR+STUDY%2C+FREDRICK+AND+MONTGOMERY+COUNTIES%2C+MARYLAND.&rft.title=I-270%2FUS+15+MULTI-MODAL+CORRIDOR+STUDY%2C+FREDRICK+AND+MONTGOMERY+COUNTIES%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Baltimore, Maryland; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: May 21, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PRESIDENT GEORGE BUSH TURNPIKE (PGBT) SEGMENT IV FROM IH-35E TO IH-635, DALLAS COUNTY, TEXAS. AN - 36410557; 9323 AB - PURPOSE: The construction of a 5.5-mile north-south controlled access tollway in the cities of Carrollton, Farmers Branch, and Irving, Dallas County, Texas is proposed. The project would connect segments III and IV of the President George Bush Turnpike (PGTP). The facility would be a six-lane freeway, configured in such a manner as to accommodate identified transportation needs as traffic demand warrants. The year 2020 traffic forecasts for the corridor identify travel demand needs in excess of those that can be satisfied by the financially constrained action proposed in the Metropolitan Transportation Plan, "Mobility 2000". Five primary build alternatives a No-Build Alternative are considered in this final EIS. Regardless of the build alternative selected, the project would begin at Interstate 35E (I-35E) on the north and extend to I-635 on the south. The primary alternatives vary in the middle sections as they cross the east-west arterials of Sandy Lake Road, Belt Line Road, Valwood Parkway, and Valley View Lane. Primary alternative 7 would lie closest to the Elm Fork of the Trinity River. The alignments of primary alternatives 8 and 16 would follow existing Luna Road through an industrial development. Primary alternatives 10 and 15 would have similar alignments from Valwood Parkway to he I-635 interchange, differing in their alignments through the Sandy Lake Amusement Park and the Dallas Water Utilities sedimentation ponds. Primary Alternative 15 has been selected as the preferred alternative. POSITIVE IMPACTS: By providing a direct link between segments III and V of the PGBT, the project would improve mobility through the area and increase the economic viability of areas adjacent to the corridor. Existing congestion in the area would be alleviated, and future traffic demand would be met. The integrity of the Trinity River ecosystem would be maintained. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 243.06 to 208.35 acres of land and three to 10 businesses. Most of the land to be displaced would be parkland, other open space, and floodplain land, though the project would displace 9.6 to 15.2 acres of bottomland hardwoods and 30.9 to 41.9 acres of pastureland range. Borrow areas would affect 258 acres of hay production land. Habitat for the endangered interior least tern would be taken. At least 1.09 acres of parkland would be lost. The suburban landscape of the area would be changed significantly. The facility would be located within areas designated as non-attainment areas for ozone levels. Noise levels would exceed federal standards for certain residential areas, though noise control barriers would be feasible in one area. The facility would traverse both perennial and in intermittent streams and would require placement of fill in at least two ponds and 8.95 to 14.85 acres of wetlands. Use of borrow sites would affect 63.65 acres of wetlands and 8.31 acres of jurisdictional waters of the United States. Six historic sites and one archaeological site 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, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 01-0308D, Volume 25, Number 3. JF - EPA number: 020207, 922 pages and maps, May 21, 2002 PY - 2002 KW - Roads and Railroads KW - Agency number: FHWA-TX-EIS-00-02-F KW - Air Quality Standards Violations KW - Archaeological Sites KW - Borrow Pits KW - Farmlands KW - Floodplains KW - Forests KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Control KW - Noise Standards Violations KW - Open Space KW - Parks KW - Ranges KW - Relocations-Property Acquisitions KW - Streams KW - Vegetation Surveys KW - Visual Resources KW - Wetlands KW - Texas KW - Department of Transportation Act of 1966, Parks KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36410557?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-05-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PRESIDENT+GEORGE+BUSH+TURNPIKE+%28PGBT%29+SEGMENT+IV+FROM+IH-35E+TO+IH-635%2C+DALLAS+COUNTY%2C+TEXAS.&rft.title=PRESIDENT+GEORGE+BUSH+TURNPIKE+%28PGBT%29+SEGMENT+IV+FROM+IH-35E+TO+IH-635%2C+DALLAS+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: May 21, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE HIGHWAY 9 (FRISCO TO BRECKENRIDGE), SUMMIT COUNTY, COLORADO. AN - 36422773; 9321 AB - PURPOSE: The improvement of nine miles of State Highway (SH) 9 between the towns of Frisco and Breckenridge in Summit County, Colorado is proposed. The existing two-lane roadway is currently operating at capacity. Year 2020 traffic volumes are expected to increase by 50 percent. Summit County population levels in 2000 represent a total growth 82.8 percent over 1990 figures. Population growth in Summit County has been greater than the state and national averages and this trend is expected to continue. Five alternatives, including a No Action Alternative, are considered in this draft EIS. All of the action alternatives would include the redesignation of SH 9 from Main Street westward to Park Avenue in the town of Breckenridge. Action Alternative 1 would involve provision of a four-lane highway with either a depressed, rural median, a raised median, or a barrier-protected median. Alternative 2 would be identical to Alternative 1 in its physical characteristics, though the use of the outside lane would be limited to buses and carpools during peak hours. Alternative 3 would also be identical to Alternative 1, though the width of the median and shoulders would be reduced. Alternative 4 would be similar to the No Action Alternative, though some additional acceleration and deceleration lanes would be provided. All build alternatives include transportation demand management elements, which include traffic signals to give priority to buses, bus stop amenities, and partial funding of a transportation management organization and its programs. POSITIVE IMPACTS: The project would improve transportation along SH 9 by expanding the highway to four lanes, decreasing travel time, improving safety, and supporting travel needs of local and regional motorists. NEGATIVE IMPACTS: Rights-of-way requirements would result in the development of a maximum of 35 acres of land, including. Widening the highway would result in additional traffic-related noise impacts with respect to sensitive residential receptors, and the increased capacity of the facility would induce population growth along the corridor and elsewhere in the area. Certain historic and recreational sites, including parks and open space areas, would be affected by rights-of-way development LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) JF - EPA number: 020205, Volume 1--467 pages, Volume 2--399 pages, May 20, 2002 PY - 2002 KW - Roads and Railroads KW - Air Quality KW - Cultural Resources KW - Highways KW - Historic Sites KW - Land Use KW - Noise KW - Open Space KW - Parks KW - Safety KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Vegetation KW - Visual Resources KW - Water Quality KW - Water Resources KW - Wetlands KW - Wildlife KW - Colorado KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Department of Transportation Act of 1966, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36422773?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-05-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+HIGHWAY+9+%28FRISCO+TO+BRECKENRIDGE%29%2C+SUMMIT+COUNTY%2C+COLORADO.&rft.title=STATE+HIGHWAY+9+%28FRISCO+TO+BRECKENRIDGE%29%2C+SUMMIT+COUNTY%2C+COLORADO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Lakewood, Colorado; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: May 20, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DEVIL'S SLIDE, ROUTE 1 FROM THE HALF MOON BAY AIRPORT TO LINDA MAR BOULEVARD, PACIFICA, SAN MATEO COUNTY, CALIFORNIA (FINAL SECOND SUPPLEMENT TO THE ENVIRONMENTAL IMPACT STATEMENT OF MARCH 1986). AN - 36413168; 9318 AB - PURPOSE: The improvement of Route 1 from Half Moon Bay Airport to Linda Mar Boulevard in Pacifica, San Mateo County, California is proposed. The study corridor is located on Route 1 midway between the town of Montara and the Linda Mar district of Pacifica. The project area, characterized by the steep, rocky coastline, is often subject to road closures from landslides, rock falls, and subsiding grade that results in diminished roadway width. The 1986 final EIS presented three alternative alignments with various design options between the Half Moon Bay Airport and Linda Mar Boulevard. The preferred alternative, the Martini Creek alignment, was identified as a two-lane facility with an uphill climbing lane in each direction where grades were six percent or greater as well as traffic safety design features. As the result of a lawsuit, the impact of estimated future traffic-generated noise was restudied in a 1995 supplement to the final EIS. Again, the Matini Creek alignment was selected as the preferred alternative, though a tunnel alternative was also reconsidered. Based upon the results of an independent tunnel feasibility report issued in October 1996 as well as updated cost estimates for the revised Martini Creek alignment alternative, it was determined that a tunnel alternative was a reasonable alternative for the proposed project and should be fully evaluated in the environmental review process. After consideration of the analysis reported in the draft second supplemental EIS and review of public and agency comments received, the tunnel alternative was identified as the preferred alternative. This final second supplemental EIS serves as both the re-evaluation of the original final EIS for the Martini Creek alignment alternative and the initial evaluation of the tunnel alternative. A slide dewatering alternative is also evaluated, but has been deemed infeasible. The currently preferred tunnel alternative would involve construction of a 4,000-foot double-bore tunnel, providing one lane in each direction. The alignment would cross property known as Shamrock Ranch. The alignment, while proceeding south from Pacifica, would depart from existing Route 1 at mile post 39.8. The new alignment would follow a seven-percent uphill grade and cross the valley at Shamrock Ranch, pass through a small ravine, and enter the tunnel at San Pedro Mountain on Shamrock Ranch property. The north approach road would extend approximately 1,500 feet and the south approach road would extend approximately 1,000 feet. The alignment would exit the tunnel just south of the Devil's Slide area, where it would rejoin the existing highway at mile post 37.9. A No Action Alternative is also considered. POSITIVE IMPACTS: The project would eliminate disruption to traffic caused by landslides and other geologic conditions affecting the road as well as eliminating hazards to motorists due to those conditions. NEGATIVE IMPACTS: Approximately 74 acres of rights-of-way would be acquired for the project. The visual appearance of tunnel portal areas would be significantly altered, and visibility would be reduced during fogs at the portals. The tunnel would be situated in an area characterized by seismic activity and could suffer minor deformations and architectural damage during major earthquakes. Approximately 7.52 acres of habitat buffer zone and 1.76 acres of wetlands would be affected. Noise levels in excess of federal standards would affect one sensitive receptor. LEGAL MANDATES: Transportation Equity Act for the 21st Century (P.L. 105-178). PRIOR REFERENCES: For the abstract of the draft and final EISs, see 84-0076D, Volume 8, Number 2 and 86-0149F, Volume 10, Number 2. JF - EPA number: 020202, Volume 1--287 pages and maps, Volume 2--401 pages, May 17, 2002 PY - 2002 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-83-14-FS2 KW - Archaeological Sites Surveys KW - Biologic Assessments KW - Earthquakes KW - Geologic Surveys KW - Highways KW - Highway Structures KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Socioeconomic Assessments KW - Visual Resources KW - Water Quality KW - Wetlands KW - Wildlife Habitat KW - California KW - Transportation Equity Act for the 21st Century, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36413168?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-05-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEVIL%27S+SLIDE%2C+ROUTE+1+FROM+THE+HALF+MOON+BAY+AIRPORT+TO+LINDA+MAR+BOULEVARD%2C+PACIFICA%2C+SAN+MATEO+COUNTY%2C+CALIFORNIA+%28FINAL+SECOND+SUPPLEMENT+TO+THE+ENVIRONMENTAL+IMPACT+STATEMENT+OF+MARCH+1986%29.&rft.title=DEVIL%27S+SLIDE%2C+ROUTE+1+FROM+THE+HALF+MOON+BAY+AIRPORT+TO+LINDA+MAR+BOULEVARD%2C+PACIFICA%2C+SAN+MATEO+COUNTY%2C+CALIFORNIA+%28FINAL+SECOND+SUPPLEMENT+TO+THE+ENVIRONMENTAL+IMPACT+STATEMENT+OF+MARCH+1986%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sacramento, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: May 17, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - UNITED STATES HIGHWAY 10, TRESTICK ROAD - CTH K (STEVENS POINT BYPASS), PORTAGE COUNTY, WISCONSIN. AN - 36398900; 9312 AB - PURPOSE: The expansion of U.S. 10 to a four-lane highway between Marshfield and Appleton in Portage County, Wisconsin is proposed. 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 are made. The highway also suffers from a large number of direct access points from businesses and homes and intersection requiring improvements or expansion. 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 southeasterly 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. 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. Eleven alternatives for the eastern segment and nine alternatives for the western segment, as well as a No Action Alternative for each segment, are considered in this draft EIS. Three eastern segment (Interstate 39 (I-39)/U.S. 51 to CTH K) action alternatives and all western segment (Trestik Road to I-39) alternatives have been retained for further study. Estimated costs for the eastern and western segment alternatives range from $41.5 million to $107.9 million and from $59.1 million to $76.1 million, respectively. POSITIVE IMPACTS: The project would improve 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 659.7 to 861.6 acres of land, affecting 102.9 to 150.7 acres of wetlands, 61.1 to 174.3 acres of woodland, and 347.1 to 426.6 acres of farmland. Western segment developments would also displace eight to 56 farms and residences and up to four businesses, One to four archaeological sites would be impacted. 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. Eastern segment developments would also displace three to 65 farms and residences and up to 34 businesses. Two four archaeological sites and one historic site could be affected. The eastern segment would traverse two streams. LEGAL MANDATES: Department of Transportation Act of 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: 020196, 377 pages and maps, May 15, 2002 PY - 2002 KW - Roads and Railroads KW - Agency number: FHWA-WI-EIS-02-01-D KW - Air Quality KW - Archaeological Sites KW - Bridges KW - Farmlands KW - Floodplains KW - Forests KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Noise KW - Noise Assessments KW - Safety KW - Socioeconomic Assessments KW - Transportation KW - Visual Resources KW - Water Quality KW - Wetlands KW - Wisconsin KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36398900?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-05-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=UNITED+STATES+HIGHWAY+10%2C+TRESTICK+ROAD+-+CTH+K+%28STEVENS+POINT+BYPASS%29%2C+PORTAGE+COUNTY%2C+WISCONSIN.&rft.title=UNITED+STATES+HIGHWAY+10%2C+TRESTICK+ROAD+-+CTH+K+%28STEVENS+POINT+BYPASS%29%2C+PORTAGE+COUNTY%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: May 15, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - U.S. 287/26 FROM MORAN JUNCTION TO 12 MILES WEST OF DUBOIS, TETON AND FREEMONT COUNTIES, WYOMING. AN - 36422722; 9308 AB - PURPOSE: The improvement of a 37.7-mile section of U.S. 287/26 extending east from near Moran Junction to the eastern Shoshone National Forest boundary in Teton and Freemont counties, Wyoming is proposed. The roadway traverses the Bridger-Teton and Shoshone national forests and Grand Teton National Park, extending from milepost 3.01 to milepost 40.71. The roadway enters the Bridger-Teton National Forest from the west, continues for approximately 0.9 mile through the Grand Teton National Park, and traverses the Shoshone National Forest. Approximately 18 miles of the highway lie within the Bridger-Teton National Forest, and 14 miles of the highway are within the Shoshone National Forest. To both the east and the west of these project limits, U.S. 287/26 has previously been improved. U.S. 287/26 provides the most direct route from central and southeast Wyoming to the Grand Teton National Park. The roadway also serves as the primary connection between the Dubois and Jackson areas and joins roadways that lead to Yellowstone National Park to the north and to southwest Wyoming and eastern Idaho to the south. The roadway provides access to private landholdings within the national forests as well as to public campgrounds, trailheads, picnic and snowmobile areas, and scenic pollouts. U.S. 287/26 also intersects Turpin Meadow Road, Flagstaff Road, and other Forest Service roads, as well as minor access roads and driveways within the study area. Due to the scenic nature of the landscape surrounding the roadway, the facility has been designated as the Wyoming Centennial Scenic Byway. The existing two-lane facility is a winding roadway with little or no shoulders for the majority of its length. The highway is characterized by numerous steep grades and sharp horizontal curves and had no passing lanes. There are relatively few scenic pullouts. The accident rate along the study corridor is unacceptably high. Five alternatives, including a No Action Alternative, are considered in this draft EIS. The preferred alternative (Alternative E) would add shoulders, passing and turning lanes, and safe recovery zones as well as improve horizontal and vertical alignments and provide new surfacing. Adjacent landside areas would be repaired. POSITIVE IMPACTS: The highway improvement project would enhance safety along the route, accommodate existing and anticipated traffic demand, correct design deficiencies, and improve visitor experience with respect to adjacent national forest lands. The project would also accommodate recreational parking demand along the corridor. NEGATIVE IMPACTS: The project would result in the disturbance of 275 acres of land, affecting recreational resources. Construction activities would result in the removal of vegetation, soil erosion and sedimentation of receiving surface waters, and displacement of 13.1 acres of wetlands. Noise levels within the corridor would increase as traffic levels increase. The highway would pose a barrier to wildlife movements. Cultural and paleontological resources would be disturbed during construction. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 020192, 261 pages, May 14, 2002 PY - 2002 KW - Roads and Railroads KW - Agency number: FHWA-WY-EIS-02-01-D KW - Cultural Resources KW - Forests KW - Highways KW - National Parks KW - Paleontological Sites KW - Recreation Facilities KW - Recreation Resources KW - Roads KW - Safety KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Bridger-Teton National Forest KW - Grand Teton National Park KW - Shoshone National Forest KW - Wyoming KW - Department of Transportation Act of 1966, Cultural Resources KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36422722?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-05-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=U.S.+287%2F26+FROM+MORAN+JUNCTION+TO+12+MILES+WEST+OF+DUBOIS%2C+TETON+AND+FREEMONT+COUNTIES%2C+WYOMING.&rft.title=U.S.+287%2F26+FROM+MORAN+JUNCTION+TO+12+MILES+WEST+OF+DUBOIS%2C+TETON+AND+FREEMONT+COUNTIES%2C+WYOMING.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Cheyenne, Wyoming; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: May 14, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WEST VIRGINIA ROUTE 9, CHARLES TOWN TO MARTINSBURG, JEFFERSON AND BERKELEY COUNTIES, WEST VIRGINIA (STATE PROJECT U202-9-15.20(02); FEDERAL PROJECT HPDS-9215(003)). AN - 36416653; 9302 AB - PURPOSE: The reconstruction of a portion of West Virginia 9 (WV 9) in Martinsburg, Jefferson, and Berkeley counties, West Virginia is proposed. The 10-mile study corridor is located in the eastern panhandle of the state, an area comprised of three counties that extends east from the rest of the state and that borders Maryland, Pennsylvania, and Virginia. WV 9 traverses the panhandle from Berkeley Springs in Morgan County to the Virginia state border. Over 250 intersections and private entrances lie along existing EV 9 between the study corridor termini, which are Charles Town bypass to the south and the Eastern Regional Jail in Martinsburg to the north. A No-Build Alternative, a previously preferred alternative, two previously considered alternatives, and a newly proposed preferred alternative are considered in this final EIS. The preferred alternative would begin at the US 340 bypass north of Charles Town and end south of Martinsburg, a distance of approximately 10.7 miles. From Charles Town bypass to Opequon Creek, the new facility would be a controlled access highway, with all access provided via interchanges, excepting the intersection with Mt. Olive Road at the northern/western end of the corridor. The existing bridge over the Opequon Creek would be retained and a parallel bridge would be constructed just downstream of the existing bridge. To provide for continuity of local traffic, new service roads would be provided on the west side of the facility throughout approximately 30 percent of the project's total length. Existing WV 9 would be used as a service road or frontage road along other sections of the corridor. Diamond interchanges would be provided at Currie Road, Wiltshore Road, relocated Jefferson County Route 1, relocated Opequon Lane, and ID Van Metre Road in the vicinity of Liberty Business Park. Cost of the project is estimated at $91 million. POSITIVE IMPACTS: Under the proposed project, the facility would provide an improved highway for the increasing population of Jefferson and Berkeley counties, improved highway safety in the project area, and an improved overall level of service to motorists by increasing intersection and highway capacity. NEGATIVE IMPACTS: Rights-of-way requirements under the preferred alternative would displace 513 acres, 31 residences, seven commercial units, and one church. The Jefferson Elementary school, a publicly owned recreational area, and one historic site would also be affected. The project would displace 0.54 acre of wetlands. Traffic-generated noise would exceed federal standards in the vicinity of three sensitive receptor sites. Construction activities would encounter eight sites potentially containing hazardous materials. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 96-0381D, Volume 20, Number 4. JF - EPA number: 020186, 522 pages and maps, May 10, 2002 PY - 2002 KW - Roads and Railroads KW - Agency number: FHWA-WV-EIS-95-02-F KW - Air Quality Assessments KW - Biologic Assessments KW - Bridges KW - Hazardous Materials KW - Highway Structures KW - Highways KW - Historic Sites KW - Impact Monitoring Plans KW - Noise Standards Violations KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Schools KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Transportation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Virginia KW - West Virginia KW - Department of Transportation Act of 1966, Recreation Resources KW - Federal Water Pollution Control Act 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/36416653?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-05-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WEST+VIRGINIA+ROUTE+9%2C+CHARLES+TOWN+TO+MARTINSBURG%2C+JEFFERSON+AND+BERKELEY+COUNTIES%2C+WEST+VIRGINIA+%28STATE+PROJECT+U202-9-15.20%2802%29%3B+FEDERAL+PROJECT+HPDS-9215%28003%29%29.&rft.title=WEST+VIRGINIA+ROUTE+9%2C+CHARLES+TOWN+TO+MARTINSBURG%2C+JEFFERSON+AND+BERKELEY+COUNTIES%2C+WEST+VIRGINIA+%28STATE+PROJECT+U202-9-15.20%2802%29%3B+FEDERAL+PROJECT+HPDS-9215%28003%29%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Charleston, West Virginia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: May 10, 2002 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - A combination of PZT and EMAT transducers for interface inspection. AN - 85371160; pmid-12051433 AB - A PZT (Lead Zirconate-Titanate) transducer requires a couplant to send and receive mechanical waves. This requirement is a major shortcoming of the PZT technique for use in field applications. In the laboratory environment careful considerations and surface treatments are required to use PZT because the couplant can affect the consistency of experimental results. One alternative to overcome this shortcoming is the use of EMAT (ElectroMagnetic Acoustic Transducer). However, EMAT gives relatively low transmitted ultrasonic energy, with low signal to noise ratio, and the induced energy is critically dependent on the probe proximity to the test object. These are not desirable properties for NDT (nondestructive testing) of civil infrastructures. That is why, in this paper, a combination of PZT and EMAT is introduced for investigating reinforced concrete structures. Interface defects between steel bars and concrete are investigated by this technique. It is shown that the PZT-EMAT combination is very effective for steel bar-concrete interface inspection and the guided waves are useful for nondestructive testing of civil infrastructures. JF - The Journal of the Acoustical Society of America AU - Na, Won-Bae AU - Kundu, Tribikram AD - Arizona Department of Transportation, Phoenix 85007, USA. Y1 - 2002/05// PY - 2002 DA - May 2002 SP - 2128 EP - 2139 VL - 111 IS - 5 Pt 1 SN - 0001-4966, 0001-4966 KW - Index Medicus KW - National Library of Medicine KW - *Electromagnetic Phenomena KW - Time Factors KW - Transducers UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/85371160?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acomdisdome&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=The+Journal+of+the+Acoustical+Society+of+America&rft.atitle=A+combination+of+PZT+and+EMAT+transducers+for+interface+inspection.&rft.au=Na%2C+Won-Bae%3BKundu%2C+Tribikram&rft.aulast=Na&rft.aufirst=Won-Bae&rft.date=2002-05-01&rft.volume=111&rft.issue=5+Pt+1&rft.spage=2128&rft.isbn=&rft.btitle=&rft.title=The+Journal+of+the+Acoustical+Society+of+America&rft.issn=00014966&rft_id=info:doi/ LA - English (eng) DB - ComDisDome N1 - Date revised - 2011-12-15 N1 - Last updated - 2012-07-13 ER - TY - JOUR T1 - Journal of Geotechnical and Geoenvironmental Engineering AN - 52087763; 2002-054117 JF - Journal of Geotechnical and Geoenvironmental Engineering AU - Gupta, Ramesh C AU - Finke, Kimberly A AU - Mayne, Paul W Y1 - 2002/05// PY - 2002 DA - May 2002 SP - 442 EP - 446 PB - American Society of Civil Engineers, New York, NY VL - 128 IS - 5 SN - 1090-0241, 1090-0241 KW - critical review KW - soil mechanics KW - penetration tests KW - clastic sediments KW - geophysical methods KW - silt KW - seismic methods KW - piedmonts KW - water pressure KW - sediments KW - hydraulic conductivity KW - plasticity KW - pore water KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/52087763?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Journal+of+Geotechnical+and+Geoenvironmental+Engineering&rft.atitle=Journal+of+Geotechnical+and+Geoenvironmental+Engineering&rft.au=Gupta%2C+Ramesh+C%3BFinke%2C+Kimberly+A%3BMayne%2C+Paul+W&rft.aulast=Gupta&rft.aufirst=Ramesh&rft.date=2002-05-01&rft.volume=128&rft.issue=5&rft.spage=442&rft.isbn=&rft.btitle=&rft.title=Journal+of+Geotechnical+and+Geoenvironmental+Engineering&rft.issn=10900241&rft_id=info:doi/ L2 - http://scitation.aip.org/gto LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2002-01-01 N1 - Number of references - 22 N1 - PubXState - NY N1 - Document feature - illus. incl. 2 tables N1 - SuppNotes - For reference to original see Finke, K. A., et al., Journal of Geotechnical and Geoenvironmental Engineering, Vol. 127, No. 1, p. 48-54, Jan. 2001 N1 - Last updated - 2012-06-07 N1 - CODEN - JGENDZ N1 - SubjectsTermNotLitGenreText - clastic sediments; critical review; geophysical methods; hydraulic conductivity; penetration tests; piedmonts; plasticity; pore water; sediments; seismic methods; silt; soil mechanics; water pressure ER - TY - JOUR T1 - Advanced techniques in site characterization and mining hazard detection for the underground coal industry AN - 52043722; 2002-081692 AB - Today's highly productive coal mining systems represent large capital investments. Careful geotechnical planning and design are essential to protect these systems and to help ensure their overall success. Too often, however, the ability of the mine operator to adequately characterize the geotechnical environment and keep up with changing geologic conditions lags the advance rate of the mining equipment. Seismic tomographic imaging, based on the same principles as medical Computer-Aided-Tomography (CAT) Scans, offers the ability to identify changing geologic conditions, loading patterns, and the location of nearby abandoned mine workings. Although seismic tomography has been used for many years in the oil industry, until recently its practicality in the mining industry has been limited because the processes involved interfered with mining productivity and were labor-intensive in terms of data collection and interpretation. New advancements in signal processing have greatly enhanced the speed, resolution, and range of applications of tomographic imaging in underground coal mine settings.Many tomography applications in the mining industry use seismic velocity and/or attenuation tomography within a volume enclosed by the seismic source and receiver array. Although results obtained using this geometry work well in many situations, recent developments in reflection tomography show promise in eliminating the requirement that the target volume be surrounded by sources/receivers. For example, in-seam seismic reflection tomography may now be used to image structures and/or old workings from one general location in the mine (e.g., face areas of mains and panel developments) well ahead of planned developments--largely eliminating the need to probe-hole drill on regular intervals. These new developments have greatly expanded the ability of the mine operator to cost-effectively characterize previously inaccessible areas of the property.This paper gives an overview of the theories and processes involved in seismic tomography applicable to coal mine settings. Recent examples are presented of tomographic imaging applied to a variety of coal mine ground control problems and old works detection in the United States and Europe. The applicability of both seismic refraction and seismic reflection tomography is discussed. JF - International Journal of Coal Geology AU - Hanson, David R AU - Vandergrift, Thomas L AU - DeMarco, Matthew J AU - Hanna, Kanaan Y1 - 2002/05// PY - 2002 DA - May 2002 SP - 275 EP - 301 PB - Elsevier, Amsterdam VL - 50 IS - 1-4 SN - 0166-5162, 0166-5162 KW - tomography KW - rock masses KW - mining KW - geologic hazards KW - underground mining KW - site exploration KW - stress KW - geophysical methods KW - seismic methods KW - rock mechanics KW - sedimentary rocks KW - mining geology KW - coal KW - velocity structure KW - risk assessment KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/52043722?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=International+Journal+of+Coal+Geology&rft.atitle=Advanced+techniques+in+site+characterization+and+mining+hazard+detection+for+the+underground+coal+industry&rft.au=Hanson%2C+David+R%3BVandergrift%2C+Thomas+L%3BDeMarco%2C+Matthew+J%3BHanna%2C+Kanaan&rft.aulast=Hanson&rft.aufirst=David&rft.date=2002-05-01&rft.volume=50&rft.issue=1-4&rft.spage=275&rft.isbn=&rft.btitle=&rft.title=International+Journal+of+Coal+Geology&rft.issn=01665162&rft_id=info:doi/ L2 - http://www.sciencedirect.com/science/journal/01665162 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 - 2002-01-01 N1 - Number of references - 24 N1 - Document feature - illus. incl. sects. N1 - Last updated - 2012-06-07 N1 - SubjectsTermNotLitGenreText - coal; geologic hazards; geophysical methods; mining; mining geology; risk assessment; rock masses; rock mechanics; sedimentary rocks; seismic methods; site exploration; stress; tomography; underground mining; velocity structure ER - TY - JOUR T1 - Description of a pegmatite occurrence on the eastern margin of the Mellen Granite, State Highway 13, Ashland County, Wisconsin AN - 51926443; 2003-075844 JF - Proceedings and Abstracts - Institute on Lake Superior Geology. Meeting AU - Sikkila, W A2 - O'Flaherty, K. A2 - Storey, C. Y1 - 2002/05// PY - 2002 DA - May 2002 SP - 48 PB - Institute on Lake Superior Geology, [location varies] VL - 48, Part 1 SN - 1042-9964, 1042-9964 KW - United States KW - bedrock KW - Mellen Intrusive Complex KW - upper Precambrian KW - Precambrian KW - pegmatite KW - igneous rocks KW - granites KW - Proterozoic KW - Keweenawan KW - Potato River Intrusion KW - Mesoproterozoic KW - plutonic rocks KW - mineral composition KW - gouge KW - Ashland County Wisconsin KW - Wisconsin KW - phenocrysts KW - faults KW - 05A:Igneous and metamorphic petrology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51926443?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Proceedings+and+Abstracts+-+Institute+on+Lake+Superior+Geology.+Meeting&rft.atitle=Description+of+a+pegmatite+occurrence+on+the+eastern+margin+of+the+Mellen+Granite%2C+State+Highway+13%2C+Ashland+County%2C+Wisconsin&rft.au=Sikkila%2C+W&rft.aulast=Sikkila&rft.aufirst=W&rft.date=2002-05-01&rft.volume=48%2C+Part+1&rft.issue=&rft.spage=48&rft.isbn=&rft.btitle=&rft.title=Proceedings+and+Abstracts+-+Institute+on+Lake+Superior+Geology.+Meeting&rft.issn=10429964&rft_id=info:doi/ L2 - http://www.lakesuperiorgeology.org/ LA - English DB - GeoRef N1 - Conference title - Institute on Lake Superior Geology 48th annual meeting N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2003-01-01 N1 - Last updated - 2012-06-07 N1 - CODEN - #01871 N1 - SubjectsTermNotLitGenreText - Ashland County Wisconsin; bedrock; faults; gouge; granites; igneous rocks; Keweenawan; Mellen Intrusive Complex; Mesoproterozoic; mineral composition; pegmatite; phenocrysts; plutonic rocks; Potato River Intrusion; Precambrian; Proterozoic; United States; upper Precambrian; Wisconsin ER - TY - JOUR T1 - Effects of road geometry and traffic volumes on rural roadway accident rates AN - 18332049; 5384816 AB - This paper revisits the question of the relationship between rural road geometric characteristics, accident rates and their prediction, using a rigorous non-parametric statistical methodology known as hierarchical tree-based regression. The goal of this paper is twofold; first, it develops a methodology that quantitatively assesses the effects of various highway geometric characteristics on accident rates and, second, it provides a straightforward, yet fundamentally and mathematically sound way of predicting accident rates on rural roads. The results show that although the importance of isolated variables differs between two-lane and multilane roads, 'geometric design' variables and 'pavement condition' variables are the two most important factors affecting accident rates. Further, the methodology used in this paper allows for the explicit prediction of accident rates for given highway sections, as soon as the profile of a road section is given. JF - Accident Analysis & Prevention AU - Karlaftis, M G AU - Golias, I AD - Department of Transportation Planning and Engineering, Faculty of Civil Engineering, National Technical University of Athens, 5 Iroon Polytechnion Street, 157 93 Zografon, Athens, Greece, mgk@central.ntua.gr Y1 - 2002/05// PY - 2002 DA - May 2002 SP - 357 EP - 365 VL - 34 IS - 3 SN - 0001-4575, 0001-4575 KW - road geometry KW - traffic safety KW - Health & Safety Science Abstracts KW - Accidents KW - Motor vehicles KW - Rural areas KW - H 2000:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/18332049?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ahealthsafetyabstracts&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Accident+Analysis+%26+Prevention&rft.atitle=Effects+of+road+geometry+and+traffic+volumes+on+rural+roadway+accident+rates&rft.au=Karlaftis%2C+M+G%3BGolias%2C+I&rft.aulast=Karlaftis&rft.aufirst=M&rft.date=2002-05-01&rft.volume=34&rft.issue=3&rft.spage=357&rft.isbn=&rft.btitle=&rft.title=Accident+Analysis+%26+Prevention&rft.issn=00014575&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2006-11-01 N1 - Last updated - 2011-12-13 N1 - SubjectsTermNotLitGenreText - Motor vehicles; Rural areas; Accidents ER - TY - RPRT T1 - NORTH SHORE CONNECTOR PROJECT, ALLEGHENY COUNTY, PENNSYLVANIA. AN - 36434794; 9283 AB - PURPOSE: The extension of the existing light rail transit (LRT) system from the Golden Triangle of downtown Pittsburgh to the North Shore area, Allegheny County, Pennsylvania is proposed. The study area includes portions of the Golden Triangle and nearly all of the North Shore. The golden Triangle, located between the Allegheny and Monongahela rivers has historically served as the central business district for the city of Pittsburgh and the surrounding region. The North Shore has been the location for major urban renewal and redevelopment over the past and continues to experience additional growth and development. The North Shore also provides the site for a stadium used by the city's professional football and baseball teams. Five alternatives, including a No Build Alternative, a Transportation System Management Alternative, and three LRT alternatives, are considered in this final EIS. The 1.6-mile Gateway LRT Alternative, which is the preferred alternative, would extend from the existing Gateway Center LRT Station via a subway section, pass under the Allegheny River in a submerged tube, surface on the North Shore north of General Robinson Street, cross over Allegheny Avenue to an Intermodal Transport Center (ITC), and return to an at-grade alignment to terminate east of the West End Bridge. The Gateway Alternative would also include a subway extension from the existing Steel Plaza LRT Station to a station near the Convention Center. The two 2.1-mile Steel Plaza LRT alternatives would extend from the existing Steel Plaza Station via a subway section to the Convention Center where the alignment would emerge above grade within Eleventh Street then cross the Allegheny River on a new bridge immediately parallel to the Fort Wayne Bridge. On the North Shore, the Steel Plaza LRT Alternative A would turn west to continue over Anderson and Sandusky streets then descend to an at-grade crossing of Federal Street. From there, Alternative A would continue west at-grade across Steeler Way and transition to an aerial structure over Allegheny Avenue to the ITC before returning to an at-grade alignment to the terminus east of the West End Bridge. Steel Plaza LRT Alternative B would turn west and transition to a subway section on the North shore and continue as a subway to the western terminus east of the West End Bridge. Capital costs for the basic LRT system under the preferred alternative are estimated at $389.9 million. POSITIVE IMPACTS: The expanded LRT service would improve access between and within the North Shore area and the central business district, supporting existing and proposed development within the area. The system would be capable of future expansion into nearby established neighborhoods. Increased LRT ridership expected due to expansion of the system would reduce traffic congestion and the attendant noise and air pollution. NEGATIVE IMPACTS: Rights-of-way for the LRT would traverse three residential neighborhoods. The relocation of an culturally significant sculpture would be required, and the LRT would affect historic buildings and districts. Construction activities would have temporarily impacts on parklands and utilities and could affect habitat for the endangered peregrine falcon. Personal safety and security would be affected at new stations and the ITC, and pedestrial/automobile/LRT conflicts could occur where at-grade sections of the LRT occurred. Operation of the LRT would result in vibration affecting residential and related land uses. Construction activities would encounter contaminated sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Rivers and Harbors Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 00-0311D, Volume 24, Number 3. JF - EPA number: 020167, 527 pages and maps, Map supplement, April 26, 2002 PY - 2002 KW - Roads and Railroads KW - Birds KW - Bridges KW - Central Business Districts KW - Cultural Resources KW - Endangered Species (Animals) KW - Historic Districts KW - Historic Sites KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Transportation KW - Urban Development KW - Urban Renewal KW - Pennsylvania 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 - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36434794?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-04-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTH+SHORE+CONNECTOR+PROJECT%2C+ALLEGHENY+COUNTY%2C+PENNSYLVANIA.&rft.title=NORTH+SHORE+CONNECTOR+PROJECT%2C+ALLEGHENY+COUNTY%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ 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: April 26, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NORTH SHORE CONNECTOR PROJECT, ALLEGHENY COUNTY, PENNSYLVANIA. [Part 2 of 4] T2 - NORTH SHORE CONNECTOR PROJECT, ALLEGHENY COUNTY, PENNSYLVANIA. AN - 36379398; 9283-020167_0002 AB - PURPOSE: The extension of the existing light rail transit (LRT) system from the Golden Triangle of downtown Pittsburgh to the North Shore area, Allegheny County, Pennsylvania is proposed. The study area includes portions of the Golden Triangle and nearly all of the North Shore. The golden Triangle, located between the Allegheny and Monongahela rivers has historically served as the central business district for the city of Pittsburgh and the surrounding region. The North Shore has been the location for major urban renewal and redevelopment over the past and continues to experience additional growth and development. The North Shore also provides the site for a stadium used by the city's professional football and baseball teams. Five alternatives, including a No Build Alternative, a Transportation System Management Alternative, and three LRT alternatives, are considered in this final EIS. The 1.6-mile Gateway LRT Alternative, which is the preferred alternative, would extend from the existing Gateway Center LRT Station via a subway section, pass under the Allegheny River in a submerged tube, surface on the North Shore north of General Robinson Street, cross over Allegheny Avenue to an Intermodal Transport Center (ITC), and return to an at-grade alignment to terminate east of the West End Bridge. The Gateway Alternative would also include a subway extension from the existing Steel Plaza LRT Station to a station near the Convention Center. The two 2.1-mile Steel Plaza LRT alternatives would extend from the existing Steel Plaza Station via a subway section to the Convention Center where the alignment would emerge above grade within Eleventh Street then cross the Allegheny River on a new bridge immediately parallel to the Fort Wayne Bridge. On the North Shore, the Steel Plaza LRT Alternative A would turn west to continue over Anderson and Sandusky streets then descend to an at-grade crossing of Federal Street. From there, Alternative A would continue west at-grade across Steeler Way and transition to an aerial structure over Allegheny Avenue to the ITC before returning to an at-grade alignment to the terminus east of the West End Bridge. Steel Plaza LRT Alternative B would turn west and transition to a subway section on the North shore and continue as a subway to the western terminus east of the West End Bridge. Capital costs for the basic LRT system under the preferred alternative are estimated at $389.9 million. POSITIVE IMPACTS: The expanded LRT service would improve access between and within the North Shore area and the central business district, supporting existing and proposed development within the area. The system would be capable of future expansion into nearby established neighborhoods. Increased LRT ridership expected due to expansion of the system would reduce traffic congestion and the attendant noise and air pollution. NEGATIVE IMPACTS: Rights-of-way for the LRT would traverse three residential neighborhoods. The relocation of an culturally significant sculpture would be required, and the LRT would affect historic buildings and districts. Construction activities would have temporarily impacts on parklands and utilities and could affect habitat for the endangered peregrine falcon. Personal safety and security would be affected at new stations and the ITC, and pedestrial/automobile/LRT conflicts could occur where at-grade sections of the LRT occurred. Operation of the LRT would result in vibration affecting residential and related land uses. Construction activities would encounter contaminated sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Rivers and Harbors Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 00-0311D, Volume 24, Number 3. JF - EPA number: 020167, 527 pages and maps, Map supplement, April 26, 2002 PY - 2002 VL - 2 KW - Roads and Railroads KW - Birds KW - Bridges KW - Central Business Districts KW - Cultural Resources KW - Endangered Species (Animals) KW - Historic Districts KW - Historic Sites KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Transportation KW - Urban Development KW - Urban Renewal KW - Pennsylvania 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 - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36379398?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-04-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTH+SHORE+CONNECTOR+PROJECT%2C+ALLEGHENY+COUNTY%2C+PENNSYLVANIA.&rft.title=NORTH+SHORE+CONNECTOR+PROJECT%2C+ALLEGHENY+COUNTY%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ 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: April 26, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NORTH SHORE CONNECTOR PROJECT, ALLEGHENY COUNTY, PENNSYLVANIA. [Part 3 of 4] T2 - NORTH SHORE CONNECTOR PROJECT, ALLEGHENY COUNTY, PENNSYLVANIA. AN - 36378364; 9283-020167_0003 AB - PURPOSE: The extension of the existing light rail transit (LRT) system from the Golden Triangle of downtown Pittsburgh to the North Shore area, Allegheny County, Pennsylvania is proposed. The study area includes portions of the Golden Triangle and nearly all of the North Shore. The golden Triangle, located between the Allegheny and Monongahela rivers has historically served as the central business district for the city of Pittsburgh and the surrounding region. The North Shore has been the location for major urban renewal and redevelopment over the past and continues to experience additional growth and development. The North Shore also provides the site for a stadium used by the city's professional football and baseball teams. Five alternatives, including a No Build Alternative, a Transportation System Management Alternative, and three LRT alternatives, are considered in this final EIS. The 1.6-mile Gateway LRT Alternative, which is the preferred alternative, would extend from the existing Gateway Center LRT Station via a subway section, pass under the Allegheny River in a submerged tube, surface on the North Shore north of General Robinson Street, cross over Allegheny Avenue to an Intermodal Transport Center (ITC), and return to an at-grade alignment to terminate east of the West End Bridge. The Gateway Alternative would also include a subway extension from the existing Steel Plaza LRT Station to a station near the Convention Center. The two 2.1-mile Steel Plaza LRT alternatives would extend from the existing Steel Plaza Station via a subway section to the Convention Center where the alignment would emerge above grade within Eleventh Street then cross the Allegheny River on a new bridge immediately parallel to the Fort Wayne Bridge. On the North Shore, the Steel Plaza LRT Alternative A would turn west to continue over Anderson and Sandusky streets then descend to an at-grade crossing of Federal Street. From there, Alternative A would continue west at-grade across Steeler Way and transition to an aerial structure over Allegheny Avenue to the ITC before returning to an at-grade alignment to the terminus east of the West End Bridge. Steel Plaza LRT Alternative B would turn west and transition to a subway section on the North shore and continue as a subway to the western terminus east of the West End Bridge. Capital costs for the basic LRT system under the preferred alternative are estimated at $389.9 million. POSITIVE IMPACTS: The expanded LRT service would improve access between and within the North Shore area and the central business district, supporting existing and proposed development within the area. The system would be capable of future expansion into nearby established neighborhoods. Increased LRT ridership expected due to expansion of the system would reduce traffic congestion and the attendant noise and air pollution. NEGATIVE IMPACTS: Rights-of-way for the LRT would traverse three residential neighborhoods. The relocation of an culturally significant sculpture would be required, and the LRT would affect historic buildings and districts. Construction activities would have temporarily impacts on parklands and utilities and could affect habitat for the endangered peregrine falcon. Personal safety and security would be affected at new stations and the ITC, and pedestrial/automobile/LRT conflicts could occur where at-grade sections of the LRT occurred. Operation of the LRT would result in vibration affecting residential and related land uses. Construction activities would encounter contaminated sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Rivers and Harbors Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 00-0311D, Volume 24, Number 3. JF - EPA number: 020167, 527 pages and maps, Map supplement, April 26, 2002 PY - 2002 VL - 3 KW - Roads and Railroads KW - Birds KW - Bridges KW - Central Business Districts KW - Cultural Resources KW - Endangered Species (Animals) KW - Historic Districts KW - Historic Sites KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Transportation KW - Urban Development KW - Urban Renewal KW - Pennsylvania 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 - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36378364?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-04-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTH+SHORE+CONNECTOR+PROJECT%2C+ALLEGHENY+COUNTY%2C+PENNSYLVANIA.&rft.title=NORTH+SHORE+CONNECTOR+PROJECT%2C+ALLEGHENY+COUNTY%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ 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: April 26, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NORTH SHORE CONNECTOR PROJECT, ALLEGHENY COUNTY, PENNSYLVANIA. [Part 4 of 4] T2 - NORTH SHORE CONNECTOR PROJECT, ALLEGHENY COUNTY, PENNSYLVANIA. AN - 36377933; 9283-020167_0004 AB - PURPOSE: The extension of the existing light rail transit (LRT) system from the Golden Triangle of downtown Pittsburgh to the North Shore area, Allegheny County, Pennsylvania is proposed. The study area includes portions of the Golden Triangle and nearly all of the North Shore. The golden Triangle, located between the Allegheny and Monongahela rivers has historically served as the central business district for the city of Pittsburgh and the surrounding region. The North Shore has been the location for major urban renewal and redevelopment over the past and continues to experience additional growth and development. The North Shore also provides the site for a stadium used by the city's professional football and baseball teams. Five alternatives, including a No Build Alternative, a Transportation System Management Alternative, and three LRT alternatives, are considered in this final EIS. The 1.6-mile Gateway LRT Alternative, which is the preferred alternative, would extend from the existing Gateway Center LRT Station via a subway section, pass under the Allegheny River in a submerged tube, surface on the North Shore north of General Robinson Street, cross over Allegheny Avenue to an Intermodal Transport Center (ITC), and return to an at-grade alignment to terminate east of the West End Bridge. The Gateway Alternative would also include a subway extension from the existing Steel Plaza LRT Station to a station near the Convention Center. The two 2.1-mile Steel Plaza LRT alternatives would extend from the existing Steel Plaza Station via a subway section to the Convention Center where the alignment would emerge above grade within Eleventh Street then cross the Allegheny River on a new bridge immediately parallel to the Fort Wayne Bridge. On the North Shore, the Steel Plaza LRT Alternative A would turn west to continue over Anderson and Sandusky streets then descend to an at-grade crossing of Federal Street. From there, Alternative A would continue west at-grade across Steeler Way and transition to an aerial structure over Allegheny Avenue to the ITC before returning to an at-grade alignment to the terminus east of the West End Bridge. Steel Plaza LRT Alternative B would turn west and transition to a subway section on the North shore and continue as a subway to the western terminus east of the West End Bridge. Capital costs for the basic LRT system under the preferred alternative are estimated at $389.9 million. POSITIVE IMPACTS: The expanded LRT service would improve access between and within the North Shore area and the central business district, supporting existing and proposed development within the area. The system would be capable of future expansion into nearby established neighborhoods. Increased LRT ridership expected due to expansion of the system would reduce traffic congestion and the attendant noise and air pollution. NEGATIVE IMPACTS: Rights-of-way for the LRT would traverse three residential neighborhoods. The relocation of an culturally significant sculpture would be required, and the LRT would affect historic buildings and districts. Construction activities would have temporarily impacts on parklands and utilities and could affect habitat for the endangered peregrine falcon. Personal safety and security would be affected at new stations and the ITC, and pedestrial/automobile/LRT conflicts could occur where at-grade sections of the LRT occurred. Operation of the LRT would result in vibration affecting residential and related land uses. Construction activities would encounter contaminated sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Rivers and Harbors Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 00-0311D, Volume 24, Number 3. JF - EPA number: 020167, 527 pages and maps, Map supplement, April 26, 2002 PY - 2002 VL - 4 KW - Roads and Railroads KW - Birds KW - Bridges KW - Central Business Districts KW - Cultural Resources KW - Endangered Species (Animals) KW - Historic Districts KW - Historic Sites KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Transportation KW - Urban Development KW - Urban Renewal KW - Pennsylvania 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 - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36377933?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-04-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTH+SHORE+CONNECTOR+PROJECT%2C+ALLEGHENY+COUNTY%2C+PENNSYLVANIA.&rft.title=NORTH+SHORE+CONNECTOR+PROJECT%2C+ALLEGHENY+COUNTY%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ 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: April 26, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NORTH SHORE CONNECTOR PROJECT, ALLEGHENY COUNTY, PENNSYLVANIA. [Part 1 of 4] T2 - NORTH SHORE CONNECTOR PROJECT, ALLEGHENY COUNTY, PENNSYLVANIA. AN - 36374848; 9283-020167_0001 AB - PURPOSE: The extension of the existing light rail transit (LRT) system from the Golden Triangle of downtown Pittsburgh to the North Shore area, Allegheny County, Pennsylvania is proposed. The study area includes portions of the Golden Triangle and nearly all of the North Shore. The golden Triangle, located between the Allegheny and Monongahela rivers has historically served as the central business district for the city of Pittsburgh and the surrounding region. The North Shore has been the location for major urban renewal and redevelopment over the past and continues to experience additional growth and development. The North Shore also provides the site for a stadium used by the city's professional football and baseball teams. Five alternatives, including a No Build Alternative, a Transportation System Management Alternative, and three LRT alternatives, are considered in this final EIS. The 1.6-mile Gateway LRT Alternative, which is the preferred alternative, would extend from the existing Gateway Center LRT Station via a subway section, pass under the Allegheny River in a submerged tube, surface on the North Shore north of General Robinson Street, cross over Allegheny Avenue to an Intermodal Transport Center (ITC), and return to an at-grade alignment to terminate east of the West End Bridge. The Gateway Alternative would also include a subway extension from the existing Steel Plaza LRT Station to a station near the Convention Center. The two 2.1-mile Steel Plaza LRT alternatives would extend from the existing Steel Plaza Station via a subway section to the Convention Center where the alignment would emerge above grade within Eleventh Street then cross the Allegheny River on a new bridge immediately parallel to the Fort Wayne Bridge. On the North Shore, the Steel Plaza LRT Alternative A would turn west to continue over Anderson and Sandusky streets then descend to an at-grade crossing of Federal Street. From there, Alternative A would continue west at-grade across Steeler Way and transition to an aerial structure over Allegheny Avenue to the ITC before returning to an at-grade alignment to the terminus east of the West End Bridge. Steel Plaza LRT Alternative B would turn west and transition to a subway section on the North shore and continue as a subway to the western terminus east of the West End Bridge. Capital costs for the basic LRT system under the preferred alternative are estimated at $389.9 million. POSITIVE IMPACTS: The expanded LRT service would improve access between and within the North Shore area and the central business district, supporting existing and proposed development within the area. The system would be capable of future expansion into nearby established neighborhoods. Increased LRT ridership expected due to expansion of the system would reduce traffic congestion and the attendant noise and air pollution. NEGATIVE IMPACTS: Rights-of-way for the LRT would traverse three residential neighborhoods. The relocation of an culturally significant sculpture would be required, and the LRT would affect historic buildings and districts. Construction activities would have temporarily impacts on parklands and utilities and could affect habitat for the endangered peregrine falcon. Personal safety and security would be affected at new stations and the ITC, and pedestrial/automobile/LRT conflicts could occur where at-grade sections of the LRT occurred. Operation of the LRT would result in vibration affecting residential and related land uses. Construction activities would encounter contaminated sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Rivers and Harbors Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 00-0311D, Volume 24, Number 3. JF - EPA number: 020167, 527 pages and maps, Map supplement, April 26, 2002 PY - 2002 VL - 1 KW - Roads and Railroads KW - Birds KW - Bridges KW - Central Business Districts KW - Cultural Resources KW - Endangered Species (Animals) KW - Historic Districts KW - Historic Sites KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Transportation KW - Urban Development KW - Urban Renewal KW - Pennsylvania 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 - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36374848?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-04-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTH+SHORE+CONNECTOR+PROJECT%2C+ALLEGHENY+COUNTY%2C+PENNSYLVANIA.&rft.title=NORTH+SHORE+CONNECTOR+PROJECT%2C+ALLEGHENY+COUNTY%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ 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: April 26, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - U.S. ROUTE 15 IMPROVEMENT PROJECT, S.R. 6015, SECTION G20 AND G22, TIOGA COUNTY, PENNSYLVANIA AND PIN 6008.22.123, STUBEN COUNTY, NEW YORK: U.S. ROUTE 15 BETWEEN PA ROUTE 287 AND PRESHO, NEW YORK. AN - 36412499; 9267 AB - PURPOSE: The improvement of a 12-mile segment of existing U.S. 15 from the intersection of Pennsylvania Route (PA Route) 287 near Tioga in northern Tioga County, Pennsylvania to the interchange at Presho in southern Steuben County, New York is proposed. The study area is rural, set in mountainous terrain with large areas of forested land and includes portions of Tioga Township, Lawrence Township, and Lawrenceville Borough in Pennsylvania and the town of Lindley in New York. U.S. 15 is a major north-south route for long-distance travel through central Pennsylvania and New York. The demands placed by local, regional, interstate, and international traffic on the stretch of U.S. 15 in the project study area exceed the capacity of the existing two-lane facility. All other sections of U.S. 15 between Williamsport, Pennsylvania and Corning, New York are either four-lane expressway sections or under construction or in design planning stages to become four-lane expressway sections. Conflicts between local and through traffic and a high accident rate characterize the study segment, and operational problems occur during peak hours. The geometric features of the facility are substandard. Three alternatives, including a No-Build Alternative, are considered in this final EIS. The preferred alternative (Alternative C-3-C) would involve construction of a four-lane expressway with access primarily controlled via interchanges. Four river bridges and 11 other bridges would be required. A rest area and tourist information center would be included in the project design. Construction costs for the project are estimated at $196 million. POSITIVE IMPACTS: The improved facility would accommodate local and long-distance travel demands for trucking, recreational, and other trips in a safe efficient manner; reduce congestion currently affecting the section of highway; ensure sufficient capacity for the expected traffic growth in the corridor; improve safety by reducing conflicts between local and through traffic, and provide system continuity with other U.S. 15 sections between from Williamsport and Corning. NEGATIVE IMPACTS: Rights-of-way development would impact 641.6 acres, including 49.8 acres of developed land, resulting in displacement of 17 to 24 residences, one business, a part of another commercial site, 132.7 acres of productive farmland, 587.7 acres of wildlife habitat, and 20.45 acres of wetlands. The facility would traverse 17.3 acres of floodplain land. Construction and operation of the facility would affect 32 regulated watercourses, directly impact 17 and indirectly impact 27 private water supply sources, and directly impact 7.2 acres within two public water supply areas. County tax base reductions due to property acquisition would total $31,540. Traffic-generated noise in excess of federal standards would affect 164 residential receptors, One historic site would be affected, and 44.75 acres of land likely to contain prehistoric archaeological resources and 11.53 acres of land likely to contain historic archaeological resources would be disturbed. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 01-0056D, Volume 25, Number 1. JF - EPA number: 020151, Final EIS--207 pages, Map Supplement, April 18, 2002 PY - 2002 KW - Roads and Railroads KW - Agency number: FHWA-PA-EIS-00-01-F KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Assessments KW - Farmlands KW - Floodplains KW - Forests KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Rivers KW - Section 106 Statements KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Socioeconomic Assessments KW - Streams KW - Vegetation Surveys KW - Visual Resources Surveys KW - Water Quality Assessments KW - Water Supply KW - Wells KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - New York KW - Pennsylvania KW - Federal Water Pollution Control Act 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/36412499?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-04-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=U.S.+ROUTE+15+IMPROVEMENT+PROJECT%2C+S.R.+6015%2C+SECTION+G20+AND+G22%2C+TIOGA+COUNTY%2C+PENNSYLVANIA+AND+PIN+6008.22.123%2C+STUBEN+COUNTY%2C+NEW+YORK%3A+U.S.+ROUTE+15+BETWEEN+PA+ROUTE+287+AND+PRESHO%2C+NEW+YORK.&rft.title=U.S.+ROUTE+15+IMPROVEMENT+PROJECT%2C+S.R.+6015%2C+SECTION+G20+AND+G22%2C+TIOGA+COUNTY%2C+PENNSYLVANIA+AND+PIN+6008.22.123%2C+STUBEN+COUNTY%2C+NEW+YORK%3A+U.S.+ROUTE+15+BETWEEN+PA+ROUTE+287+AND+PRESHO%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Harrisburg, Pennsylvania; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: April 18, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - UNITED STATES HIGHWAY (USH) 14/16, WESTBY TO VIROQUA, VERNON COUNTY, WISCONSIN (PROJECT I.D. 1646-07-01). AN - 36416484; 9263 AB - PURPOSE: The improvement of 17 miles of U.S. 14/61 from State Trunk Highway (STH) 27/82 south of Viroqua to County Trunk Highway (CTH) GG west of Westby in Vernon County, Wisconsin is proposed. US 14/61 is a major regional highway serving Vernon County and providing links to communities in southwestern Wisconsin. Within the study area, the facility passes through the cities of Vorqua and Westby. Travel efficiency and safety are affected by high traffic volumes in Viroqua, heavy track traffic in Viroqua and Westby, numerous driveways and local road intersections, an incompatible mix of through and local traffic, and insufficient roadway capacity. Three alternatives, including a No Action Alteratie, are considered in this final EIS. Action alternatives include a bypass west of Viroqua and west of Westby and a bypass east of Viroqua and west of Westby. Bypass segments on new location would be two-lane rural roadways with controlled access regulating the number and spacing of access points, preserving traffic carrying capacity, and enhancing safety. Reasonable access, including access via side roads, driveways, and farm crossings would be provided as appropriate. The portion of US 14/61 between Viroqua and Westby that would be incorporated into either alternative would be a four-lane divided rural roadway. Where possible, the existing roadway would serve as two lanes of the future four-lane facility. The east bypass has been selected as the preferred alternative. POSITIVE IMPACTS: Either bypass would separate through traffic from local traffic, relieving congestion, removing truck traffic from city streets, and generally improving safety within the corridor. Access control would also improve safety and efficiency on U.S. 14/61. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of residences, commercial establishments, agricultural land, and wetland. One historic site could be affected, and certain residential receptors would experience noise levels in excess of federal standards. The facility would traverse streams and floodplain land. 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 00-0223D, Volume 24, Number 2. JF - EPA number: 020147, 188 pages and maps, April 15, 2002 PY - 2002 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-2000-01-F KW - Air Quality KW - Cultural Resources KW - Farmlands KW - Floodplains KW - Highways KW - Historic Sites KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Socioeconomic Assessments KW - Streams KW - Transportation KW - Water Quality 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/36416484?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-04-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=UNITED+STATES+HIGHWAY+%28USH%29+14%2F16%2C+WESTBY+TO+VIROQUA%2C+VERNON+COUNTY%2C+WISCONSIN+%28PROJECT+I.D.+1646-07-01%29.&rft.title=UNITED+STATES+HIGHWAY+%28USH%29+14%2F16%2C+WESTBY+TO+VIROQUA%2C+VERNON+COUNTY%2C+WISCONSIN+%28PROJECT+I.D.+1646-07-01%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: April 15, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TRUNK HIGHWAY 53 RECONSTRUCTION, DISTRICT 1 - DULUTH S.P. 6920-44 - FROM 2/4 MILE SOUTH OF COUNTY ROAD 307 (NORTH OF VIRGINIA, MN) TO SOUTH CITY LIMITS OR COOK, MN. AN - 36441468; 9260 AB - PURPOSE: The improvement of a 20.4-mile segment of US Trunk Highway 54 (TH 53) from a point 0.75 mile south of County Road 307, north of Virginia, to the south city limits of Cook in St. Louis County, Minnesota is proposed. The project would address a combination of problems related to capacity, accident history, pavement condition, sufficiency ratings, access management, and international and interregional trade with respect to the corridor. The project would provide for construction of a four-lane divided highway using existing and/or new alignment. Five alternatives, including a No-Build Alternative, are considered in this draft EIS. Build alternatives are basically alignment alternatives. All alternatives use a common portion of the existing TH 53 roadway. From the southernmost crossing of the Rive river, approximately 0.5 mile north of the intersection of TH 53 with Forest Road 257 to the northern terminus of the project corridor, the alternatives use the existing roadway for southbound traffic and provide two northbound lanes to the east. The southern segment of the corridor, from Rice River to the southern project terminus, each alternative presents a distinct alignment. Estimated costs of the build alternatives range from $26.4 million to $29.7 million. POSITIVE IMPACTS: The four-lane expressway would increase traffic capacity within the corridor; improve system linkage to regional, national, and international networks; enhance the functioning of TH 53 as an important interregional and international trade corridor; support ongoing and future economic development in the project area and within the northeastern Minnesota region; reduce the potential for serious traffic accidents; improve currently deficient access management; and correct pavement conditions and other physical attributes of the highway. NEGATIVE IMPACTS: Depending on the alternative selected, rights-of-way development would require the acquisition of 262 to 304 acres of private land and result in the displacement of 11 to 34 residences, up to three businesses. From 73 to 139 acres of Forest Service land would be taken. The project would affect 112 to 158 acres of wetlands and require stream modifications at five to 12 locations. The new facility would traverse one recreational trail. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 020144, 107 pages and maps, April 11, 2002 PY - 2002 KW - Roads and Railroads KW - Agency number: FHWA-MN-EIS-02-02-D KW - Air Quality KW - Bridges KW - Cultural Resources KW - Forests KW - Highways KW - Highway Structures KW - Land Use KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Streams KW - Trails KW - Vegetation KW - Visual Resources 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 - 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/36441468?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-04-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TRUNK+HIGHWAY+53+RECONSTRUCTION%2C+DISTRICT+1+-+DULUTH+S.P.+6920-44+-+FROM+2%2F4+MILE+SOUTH+OF+COUNTY+ROAD+307+%28NORTH+OF+VIRGINIA%2C+MN%29+TO+SOUTH+CITY+LIMITS+OR+COOK%2C+MN.&rft.title=TRUNK+HIGHWAY+53+RECONSTRUCTION%2C+DISTRICT+1+-+DULUTH+S.P.+6920-44+-+FROM+2%2F4+MILE+SOUTH+OF+COUNTY+ROAD+307+%28NORTH+OF+VIRGINIA%2C+MN%29+TO+SOUTH+CITY+LIMITS+OR+COOK%2C+MN.&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 - Draft. Preparation date: April 11, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TRUNK HIGHWAY 53 RECONSTRUCTION, DISTRICT 1 - DULUTH S.P. 6920-44 - FROM 2/4 MILE SOUTH OF COUNTY ROAD 307 (NORTH OF VIRGINIA, MN) TO SOUTH CITY LIMITS OR COOK, MN. [Part 1 of 1] T2 - TRUNK HIGHWAY 53 RECONSTRUCTION, DISTRICT 1 - DULUTH S.P. 6920-44 - FROM 2/4 MILE SOUTH OF COUNTY ROAD 307 (NORTH OF VIRGINIA, MN) TO SOUTH CITY LIMITS OR COOK, MN. AN - 36388463; 9260-020144_0001 AB - PURPOSE: The improvement of a 20.4-mile segment of US Trunk Highway 54 (TH 53) from a point 0.75 mile south of County Road 307, north of Virginia, to the south city limits of Cook in St. Louis County, Minnesota is proposed. The project would address a combination of problems related to capacity, accident history, pavement condition, sufficiency ratings, access management, and international and interregional trade with respect to the corridor. The project would provide for construction of a four-lane divided highway using existing and/or new alignment. Five alternatives, including a No-Build Alternative, are considered in this draft EIS. Build alternatives are basically alignment alternatives. All alternatives use a common portion of the existing TH 53 roadway. From the southernmost crossing of the Rive river, approximately 0.5 mile north of the intersection of TH 53 with Forest Road 257 to the northern terminus of the project corridor, the alternatives use the existing roadway for southbound traffic and provide two northbound lanes to the east. The southern segment of the corridor, from Rice River to the southern project terminus, each alternative presents a distinct alignment. Estimated costs of the build alternatives range from $26.4 million to $29.7 million. POSITIVE IMPACTS: The four-lane expressway would increase traffic capacity within the corridor; improve system linkage to regional, national, and international networks; enhance the functioning of TH 53 as an important interregional and international trade corridor; support ongoing and future economic development in the project area and within the northeastern Minnesota region; reduce the potential for serious traffic accidents; improve currently deficient access management; and correct pavement conditions and other physical attributes of the highway. NEGATIVE IMPACTS: Depending on the alternative selected, rights-of-way development would require the acquisition of 262 to 304 acres of private land and result in the displacement of 11 to 34 residences, up to three businesses. From 73 to 139 acres of Forest Service land would be taken. The project would affect 112 to 158 acres of wetlands and require stream modifications at five to 12 locations. The new facility would traverse one recreational trail. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 020144, 107 pages and maps, April 11, 2002 PY - 2002 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-MN-EIS-02-02-D KW - Air Quality KW - Bridges KW - Cultural Resources KW - Forests KW - Highways KW - Highway Structures KW - Land Use KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Streams KW - Trails KW - Vegetation KW - Visual Resources 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 - 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/36388463?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-04-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TRUNK+HIGHWAY+53+RECONSTRUCTION%2C+DISTRICT+1+-+DULUTH+S.P.+6920-44+-+FROM+2%2F4+MILE+SOUTH+OF+COUNTY+ROAD+307+%28NORTH+OF+VIRGINIA%2C+MN%29+TO+SOUTH+CITY+LIMITS+OR+COOK%2C+MN.&rft.title=TRUNK+HIGHWAY+53+RECONSTRUCTION%2C+DISTRICT+1+-+DULUTH+S.P.+6920-44+-+FROM+2%2F4+MILE+SOUTH+OF+COUNTY+ROAD+307+%28NORTH+OF+VIRGINIA%2C+MN%29+TO+SOUTH+CITY+LIMITS+OR+COOK%2C+MN.&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 - Draft. Preparation date: April 11, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WHITE RIVER AMPHITHEATRE, THE MUCKLESHOOT INDIAN RESERVATION, KINGS COUNTY, WASHINGTON STATE. AN - 36441602; 9255 AB - PURPOSE: The Muckleshoot Indian Tribe proposes to construct a 20,000-seat open-air amphitheatre on the Muckleshoot Indian Reservation in the western (Seattle-Tacoma) area of Washington State. The Seattle-Tacoma area is one of five metropolitan areas with a population of over 2.0 million lacking a large outdoor amphitheatre. The Muckleshoot Tribe, which currently has approximately 1,600 enrolled members, is located on the six-square-mile Muckleshoot Indian Reservation, approximately 25 miles southeast of Seattle between the cities of Auburn and Enumclaw. The Tribe and Bill Graham Presents (BGP) entered into a management agreement that provides that the Tribe would own and BGP would manage the facilities. Construction began in 1997, but was suspended in July 1998 to allow the Bureau of Indian Affairs, the Army Corps of Engineers, and the Washington Department of Transportation to conduct further environmental reviews. Five alternatives, including the No Action Alternative (Alternative 1), are considered in this final EIS. In addition to the 20,000-seat amphitheatre proposed by the Tribe, action alternatives include development of a gravel quarry along with the amphitheatre, construction of a 10,000-seat amphitheatre, and restoration of the current construction site following removal of the unfinished facilities. The Tribes proposal would locate the facility on a 95-acre tract bounded by State Route 164 on the east, Southeast 408th Street on the south, the White River bluffs on the west, and Southeast 404th Street on the north. Approximately 45 acres within the site has already been developed toward the completion of the amphitheatre facilities, including partial construction of the amphitheatre and complete construction of a stormwater pond. The approximately 45 acres of undisturbed area on the site consist of undeveloped grassland. With respect to the entire site, approximately 70 acres would be converted to structures and surface parking for 6,322 to 7,300 vehicles, while the remaining 25 acres would be devoted to landscaping and buffers, including a shielding berm along the southern boundary. Support facilities would include a ticket and administrative office, public rest rooms, concession stands, cafes, a center bar, a loading dock, and a hospitality area for performers. The Canoe Lodge, to be located within the complex, would be used for Tribal meetings and small events and as a restaurant during concert events. Completion of the amphitheatre would require seven months, plus an additional two to three months for start-up and owner equipment setup. All facilities would be completed by the spring of 2001, ready for operation during the summer 2001 concert season. The facility would provide a venue for 30 to 40 concerts per year. POSITIVE IMPACTS: The economically competitive performing arts center would serve the greater Seattle-Tacoma concert market and provide for cultural and educational events and community gatherings and events for the Tribe. The amphitheatre would also provide additional revenues for the Tribe, which has suffered due to declining federal funding in recent years. Newly created jobs would ease unemployment among Tribe members. NEGATIVE IMPACTS: Unless removed and reclaimed, the facility would displace grassland, constituting the chief land use of the site. Less than 0.33 acres of wetlands would be filled, and this impact would be mitigated by the creation of approximately 1.5 acres of wetlands on the site. Noise and light and glare during use of the facility would constitute a minor impact. Traffic levels generated by concerts and other events would constitute a major impact. 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 99-0419D, Volume 23, Number 4. JF - EPA number: 020138, Volume I--631 pages and maps, Volume IIA--722 pages and maps, Volume IIB--867 pages and maps, Volume IIIA--557 pages, Volume IIIB--535 pages, April 4, 2002 PY - 2002 KW - Urban and Social Programs KW - Air Quality Assessments KW - Biologic Assessments KW - Cultural Resources KW - Employment KW - Geologic Assessments KW - Gravel KW - Indian Reservations KW - Noise Assessments KW - Quarries KW - Recreation Facilities KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation Surveys KW - Vegetation KW - Wetlands KW - Muckleshoot Indian Reservation KW - Washington KW - Federal Water Pollution Control Act of 1972, NPDES Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36441602?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WHITE+RIVER+AMPHITHEATRE%2C+THE+MUCKLESHOOT+INDIAN+RESERVATION%2C+KINGS+COUNTY%2C+WASHINGTON+STATE.&rft.title=WHITE+RIVER+AMPHITHEATRE%2C+THE+MUCKLESHOOT+INDIAN+RESERVATION%2C+KINGS+COUNTY%2C+WASHINGTON+STATE.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: April 4, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WHITE RIVER AMPHITHEATRE, THE MUCKLESHOOT INDIAN RESERVATION, KINGS COUNTY, WASHINGTON STATE. [Part 4 of 4] T2 - WHITE RIVER AMPHITHEATRE, THE MUCKLESHOOT INDIAN RESERVATION, KINGS COUNTY, WASHINGTON STATE. AN - 36378343; 9255-020138_0004 AB - PURPOSE: The Muckleshoot Indian Tribe proposes to construct a 20,000-seat open-air amphitheatre on the Muckleshoot Indian Reservation in the western (Seattle-Tacoma) area of Washington State. The Seattle-Tacoma area is one of five metropolitan areas with a population of over 2.0 million lacking a large outdoor amphitheatre. The Muckleshoot Tribe, which currently has approximately 1,600 enrolled members, is located on the six-square-mile Muckleshoot Indian Reservation, approximately 25 miles southeast of Seattle between the cities of Auburn and Enumclaw. The Tribe and Bill Graham Presents (BGP) entered into a management agreement that provides that the Tribe would own and BGP would manage the facilities. Construction began in 1997, but was suspended in July 1998 to allow the Bureau of Indian Affairs, the Army Corps of Engineers, and the Washington Department of Transportation to conduct further environmental reviews. Five alternatives, including the No Action Alternative (Alternative 1), are considered in this final EIS. In addition to the 20,000-seat amphitheatre proposed by the Tribe, action alternatives include development of a gravel quarry along with the amphitheatre, construction of a 10,000-seat amphitheatre, and restoration of the current construction site following removal of the unfinished facilities. The Tribes proposal would locate the facility on a 95-acre tract bounded by State Route 164 on the east, Southeast 408th Street on the south, the White River bluffs on the west, and Southeast 404th Street on the north. Approximately 45 acres within the site has already been developed toward the completion of the amphitheatre facilities, including partial construction of the amphitheatre and complete construction of a stormwater pond. The approximately 45 acres of undisturbed area on the site consist of undeveloped grassland. With respect to the entire site, approximately 70 acres would be converted to structures and surface parking for 6,322 to 7,300 vehicles, while the remaining 25 acres would be devoted to landscaping and buffers, including a shielding berm along the southern boundary. Support facilities would include a ticket and administrative office, public rest rooms, concession stands, cafes, a center bar, a loading dock, and a hospitality area for performers. The Canoe Lodge, to be located within the complex, would be used for Tribal meetings and small events and as a restaurant during concert events. Completion of the amphitheatre would require seven months, plus an additional two to three months for start-up and owner equipment setup. All facilities would be completed by the spring of 2001, ready for operation during the summer 2001 concert season. The facility would provide a venue for 30 to 40 concerts per year. POSITIVE IMPACTS: The economically competitive performing arts center would serve the greater Seattle-Tacoma concert market and provide for cultural and educational events and community gatherings and events for the Tribe. The amphitheatre would also provide additional revenues for the Tribe, which has suffered due to declining federal funding in recent years. Newly created jobs would ease unemployment among Tribe members. NEGATIVE IMPACTS: Unless removed and reclaimed, the facility would displace grassland, constituting the chief land use of the site. Less than 0.33 acres of wetlands would be filled, and this impact would be mitigated by the creation of approximately 1.5 acres of wetlands on the site. Noise and light and glare during use of the facility would constitute a minor impact. Traffic levels generated by concerts and other events would constitute a major impact. 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 99-0419D, Volume 23, Number 4. JF - EPA number: 020138, Volume I--631 pages and maps, Volume IIA--722 pages and maps, Volume IIB--867 pages and maps, Volume IIIA--557 pages, Volume IIIB--535 pages, April 4, 2002 PY - 2002 VL - 4 KW - Urban and Social Programs KW - Air Quality Assessments KW - Biologic Assessments KW - Cultural Resources KW - Employment KW - Geologic Assessments KW - Gravel KW - Indian Reservations KW - Noise Assessments KW - Quarries KW - Recreation Facilities KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation Surveys KW - Vegetation KW - Wetlands KW - Muckleshoot Indian Reservation KW - Washington KW - Federal Water Pollution Control Act of 1972, NPDES Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36378343?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WHITE+RIVER+AMPHITHEATRE%2C+THE+MUCKLESHOOT+INDIAN+RESERVATION%2C+KINGS+COUNTY%2C+WASHINGTON+STATE.&rft.title=WHITE+RIVER+AMPHITHEATRE%2C+THE+MUCKLESHOOT+INDIAN+RESERVATION%2C+KINGS+COUNTY%2C+WASHINGTON+STATE.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: April 4, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WHITE RIVER AMPHITHEATRE, THE MUCKLESHOOT INDIAN RESERVATION, KINGS COUNTY, WASHINGTON STATE. [Part 1 of 4] T2 - WHITE RIVER AMPHITHEATRE, THE MUCKLESHOOT INDIAN RESERVATION, KINGS COUNTY, WASHINGTON STATE. AN - 36378135; 9255-020138_0001 AB - PURPOSE: The Muckleshoot Indian Tribe proposes to construct a 20,000-seat open-air amphitheatre on the Muckleshoot Indian Reservation in the western (Seattle-Tacoma) area of Washington State. The Seattle-Tacoma area is one of five metropolitan areas with a population of over 2.0 million lacking a large outdoor amphitheatre. The Muckleshoot Tribe, which currently has approximately 1,600 enrolled members, is located on the six-square-mile Muckleshoot Indian Reservation, approximately 25 miles southeast of Seattle between the cities of Auburn and Enumclaw. The Tribe and Bill Graham Presents (BGP) entered into a management agreement that provides that the Tribe would own and BGP would manage the facilities. Construction began in 1997, but was suspended in July 1998 to allow the Bureau of Indian Affairs, the Army Corps of Engineers, and the Washington Department of Transportation to conduct further environmental reviews. Five alternatives, including the No Action Alternative (Alternative 1), are considered in this final EIS. In addition to the 20,000-seat amphitheatre proposed by the Tribe, action alternatives include development of a gravel quarry along with the amphitheatre, construction of a 10,000-seat amphitheatre, and restoration of the current construction site following removal of the unfinished facilities. The Tribes proposal would locate the facility on a 95-acre tract bounded by State Route 164 on the east, Southeast 408th Street on the south, the White River bluffs on the west, and Southeast 404th Street on the north. Approximately 45 acres within the site has already been developed toward the completion of the amphitheatre facilities, including partial construction of the amphitheatre and complete construction of a stormwater pond. The approximately 45 acres of undisturbed area on the site consist of undeveloped grassland. With respect to the entire site, approximately 70 acres would be converted to structures and surface parking for 6,322 to 7,300 vehicles, while the remaining 25 acres would be devoted to landscaping and buffers, including a shielding berm along the southern boundary. Support facilities would include a ticket and administrative office, public rest rooms, concession stands, cafes, a center bar, a loading dock, and a hospitality area for performers. The Canoe Lodge, to be located within the complex, would be used for Tribal meetings and small events and as a restaurant during concert events. Completion of the amphitheatre would require seven months, plus an additional two to three months for start-up and owner equipment setup. All facilities would be completed by the spring of 2001, ready for operation during the summer 2001 concert season. The facility would provide a venue for 30 to 40 concerts per year. POSITIVE IMPACTS: The economically competitive performing arts center would serve the greater Seattle-Tacoma concert market and provide for cultural and educational events and community gatherings and events for the Tribe. The amphitheatre would also provide additional revenues for the Tribe, which has suffered due to declining federal funding in recent years. Newly created jobs would ease unemployment among Tribe members. NEGATIVE IMPACTS: Unless removed and reclaimed, the facility would displace grassland, constituting the chief land use of the site. Less than 0.33 acres of wetlands would be filled, and this impact would be mitigated by the creation of approximately 1.5 acres of wetlands on the site. Noise and light and glare during use of the facility would constitute a minor impact. Traffic levels generated by concerts and other events would constitute a major impact. 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 99-0419D, Volume 23, Number 4. JF - EPA number: 020138, Volume I--631 pages and maps, Volume IIA--722 pages and maps, Volume IIB--867 pages and maps, Volume IIIA--557 pages, Volume IIIB--535 pages, April 4, 2002 PY - 2002 VL - 1 KW - Urban and Social Programs KW - Air Quality Assessments KW - Biologic Assessments KW - Cultural Resources KW - Employment KW - Geologic Assessments KW - Gravel KW - Indian Reservations KW - Noise Assessments KW - Quarries KW - Recreation Facilities KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation Surveys KW - Vegetation KW - Wetlands KW - Muckleshoot Indian Reservation KW - Washington KW - Federal Water Pollution Control Act of 1972, NPDES Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36378135?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WHITE+RIVER+AMPHITHEATRE%2C+THE+MUCKLESHOOT+INDIAN+RESERVATION%2C+KINGS+COUNTY%2C+WASHINGTON+STATE.&rft.title=WHITE+RIVER+AMPHITHEATRE%2C+THE+MUCKLESHOOT+INDIAN+RESERVATION%2C+KINGS+COUNTY%2C+WASHINGTON+STATE.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: April 4, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WHITE RIVER AMPHITHEATRE, THE MUCKLESHOOT INDIAN RESERVATION, KINGS COUNTY, WASHINGTON STATE. [Part 3 of 4] T2 - WHITE RIVER AMPHITHEATRE, THE MUCKLESHOOT INDIAN RESERVATION, KINGS COUNTY, WASHINGTON STATE. AN - 36377828; 9255-020138_0003 AB - PURPOSE: The Muckleshoot Indian Tribe proposes to construct a 20,000-seat open-air amphitheatre on the Muckleshoot Indian Reservation in the western (Seattle-Tacoma) area of Washington State. The Seattle-Tacoma area is one of five metropolitan areas with a population of over 2.0 million lacking a large outdoor amphitheatre. The Muckleshoot Tribe, which currently has approximately 1,600 enrolled members, is located on the six-square-mile Muckleshoot Indian Reservation, approximately 25 miles southeast of Seattle between the cities of Auburn and Enumclaw. The Tribe and Bill Graham Presents (BGP) entered into a management agreement that provides that the Tribe would own and BGP would manage the facilities. Construction began in 1997, but was suspended in July 1998 to allow the Bureau of Indian Affairs, the Army Corps of Engineers, and the Washington Department of Transportation to conduct further environmental reviews. Five alternatives, including the No Action Alternative (Alternative 1), are considered in this final EIS. In addition to the 20,000-seat amphitheatre proposed by the Tribe, action alternatives include development of a gravel quarry along with the amphitheatre, construction of a 10,000-seat amphitheatre, and restoration of the current construction site following removal of the unfinished facilities. The Tribes proposal would locate the facility on a 95-acre tract bounded by State Route 164 on the east, Southeast 408th Street on the south, the White River bluffs on the west, and Southeast 404th Street on the north. Approximately 45 acres within the site has already been developed toward the completion of the amphitheatre facilities, including partial construction of the amphitheatre and complete construction of a stormwater pond. The approximately 45 acres of undisturbed area on the site consist of undeveloped grassland. With respect to the entire site, approximately 70 acres would be converted to structures and surface parking for 6,322 to 7,300 vehicles, while the remaining 25 acres would be devoted to landscaping and buffers, including a shielding berm along the southern boundary. Support facilities would include a ticket and administrative office, public rest rooms, concession stands, cafes, a center bar, a loading dock, and a hospitality area for performers. The Canoe Lodge, to be located within the complex, would be used for Tribal meetings and small events and as a restaurant during concert events. Completion of the amphitheatre would require seven months, plus an additional two to three months for start-up and owner equipment setup. All facilities would be completed by the spring of 2001, ready for operation during the summer 2001 concert season. The facility would provide a venue for 30 to 40 concerts per year. POSITIVE IMPACTS: The economically competitive performing arts center would serve the greater Seattle-Tacoma concert market and provide for cultural and educational events and community gatherings and events for the Tribe. The amphitheatre would also provide additional revenues for the Tribe, which has suffered due to declining federal funding in recent years. Newly created jobs would ease unemployment among Tribe members. NEGATIVE IMPACTS: Unless removed and reclaimed, the facility would displace grassland, constituting the chief land use of the site. Less than 0.33 acres of wetlands would be filled, and this impact would be mitigated by the creation of approximately 1.5 acres of wetlands on the site. Noise and light and glare during use of the facility would constitute a minor impact. Traffic levels generated by concerts and other events would constitute a major impact. 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 99-0419D, Volume 23, Number 4. JF - EPA number: 020138, Volume I--631 pages and maps, Volume IIA--722 pages and maps, Volume IIB--867 pages and maps, Volume IIIA--557 pages, Volume IIIB--535 pages, April 4, 2002 PY - 2002 VL - 3 KW - Urban and Social Programs KW - Air Quality Assessments KW - Biologic Assessments KW - Cultural Resources KW - Employment KW - Geologic Assessments KW - Gravel KW - Indian Reservations KW - Noise Assessments KW - Quarries KW - Recreation Facilities KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation Surveys KW - Vegetation KW - Wetlands KW - Muckleshoot Indian Reservation KW - Washington KW - Federal Water Pollution Control Act of 1972, NPDES Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36377828?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WHITE+RIVER+AMPHITHEATRE%2C+THE+MUCKLESHOOT+INDIAN+RESERVATION%2C+KINGS+COUNTY%2C+WASHINGTON+STATE.&rft.title=WHITE+RIVER+AMPHITHEATRE%2C+THE+MUCKLESHOOT+INDIAN+RESERVATION%2C+KINGS+COUNTY%2C+WASHINGTON+STATE.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: April 4, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WHITE RIVER AMPHITHEATRE, THE MUCKLESHOOT INDIAN RESERVATION, KINGS COUNTY, WASHINGTON STATE. [Part 2 of 4] T2 - WHITE RIVER AMPHITHEATRE, THE MUCKLESHOOT INDIAN RESERVATION, KINGS COUNTY, WASHINGTON STATE. AN - 36368491; 9255-020138_0002 AB - PURPOSE: The Muckleshoot Indian Tribe proposes to construct a 20,000-seat open-air amphitheatre on the Muckleshoot Indian Reservation in the western (Seattle-Tacoma) area of Washington State. The Seattle-Tacoma area is one of five metropolitan areas with a population of over 2.0 million lacking a large outdoor amphitheatre. The Muckleshoot Tribe, which currently has approximately 1,600 enrolled members, is located on the six-square-mile Muckleshoot Indian Reservation, approximately 25 miles southeast of Seattle between the cities of Auburn and Enumclaw. The Tribe and Bill Graham Presents (BGP) entered into a management agreement that provides that the Tribe would own and BGP would manage the facilities. Construction began in 1997, but was suspended in July 1998 to allow the Bureau of Indian Affairs, the Army Corps of Engineers, and the Washington Department of Transportation to conduct further environmental reviews. Five alternatives, including the No Action Alternative (Alternative 1), are considered in this final EIS. In addition to the 20,000-seat amphitheatre proposed by the Tribe, action alternatives include development of a gravel quarry along with the amphitheatre, construction of a 10,000-seat amphitheatre, and restoration of the current construction site following removal of the unfinished facilities. The Tribes proposal would locate the facility on a 95-acre tract bounded by State Route 164 on the east, Southeast 408th Street on the south, the White River bluffs on the west, and Southeast 404th Street on the north. Approximately 45 acres within the site has already been developed toward the completion of the amphitheatre facilities, including partial construction of the amphitheatre and complete construction of a stormwater pond. The approximately 45 acres of undisturbed area on the site consist of undeveloped grassland. With respect to the entire site, approximately 70 acres would be converted to structures and surface parking for 6,322 to 7,300 vehicles, while the remaining 25 acres would be devoted to landscaping and buffers, including a shielding berm along the southern boundary. Support facilities would include a ticket and administrative office, public rest rooms, concession stands, cafes, a center bar, a loading dock, and a hospitality area for performers. The Canoe Lodge, to be located within the complex, would be used for Tribal meetings and small events and as a restaurant during concert events. Completion of the amphitheatre would require seven months, plus an additional two to three months for start-up and owner equipment setup. All facilities would be completed by the spring of 2001, ready for operation during the summer 2001 concert season. The facility would provide a venue for 30 to 40 concerts per year. POSITIVE IMPACTS: The economically competitive performing arts center would serve the greater Seattle-Tacoma concert market and provide for cultural and educational events and community gatherings and events for the Tribe. The amphitheatre would also provide additional revenues for the Tribe, which has suffered due to declining federal funding in recent years. Newly created jobs would ease unemployment among Tribe members. NEGATIVE IMPACTS: Unless removed and reclaimed, the facility would displace grassland, constituting the chief land use of the site. Less than 0.33 acres of wetlands would be filled, and this impact would be mitigated by the creation of approximately 1.5 acres of wetlands on the site. Noise and light and glare during use of the facility would constitute a minor impact. Traffic levels generated by concerts and other events would constitute a major impact. 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 99-0419D, Volume 23, Number 4. JF - EPA number: 020138, Volume I--631 pages and maps, Volume IIA--722 pages and maps, Volume IIB--867 pages and maps, Volume IIIA--557 pages, Volume IIIB--535 pages, April 4, 2002 PY - 2002 VL - 2 KW - Urban and Social Programs KW - Air Quality Assessments KW - Biologic Assessments KW - Cultural Resources KW - Employment KW - Geologic Assessments KW - Gravel KW - Indian Reservations KW - Noise Assessments KW - Quarries KW - Recreation Facilities KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation Surveys KW - Vegetation KW - Wetlands KW - Muckleshoot Indian Reservation KW - Washington KW - Federal Water Pollution Control Act of 1972, NPDES Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36368491?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WHITE+RIVER+AMPHITHEATRE%2C+THE+MUCKLESHOOT+INDIAN+RESERVATION%2C+KINGS+COUNTY%2C+WASHINGTON+STATE.&rft.title=WHITE+RIVER+AMPHITHEATRE%2C+THE+MUCKLESHOOT+INDIAN+RESERVATION%2C+KINGS+COUNTY%2C+WASHINGTON+STATE.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: April 4, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MONTANA P-78, ABSAROKEE TO COLUMBIA IN STILLWATER COUNTY, MONTANA (F 78-2(5)27; P.M.S. CONTROL 0920). AN - 36411052; 9253 AB - PURPOSE: The reconstruction, widening, and realignment of a 16-mile segment of Montana P-78 from its junction with S-419 to the Yellowstone River bridge south of Columbus in Stillwater County, Montana are proposed. The project is located in the south-central portion of the state, southwest of Billings. P-78 connects the towns of Absarokee and Columbus and provides access to Interstate 90, the main east-west interstate in Montana. P-78 also connects the town of Red Lodge, the county seat of Carbon County, to Columbus, the county seat of Stillwater County. The facility is an important element in contributing to the economic health of the agricultural and mining industries, as well as to recreational uses of the area. The existing alignment is generally east of and parallel to the Stillwater River. The driving surface does not meet state standards for a rural minor arterial with respect to width and physical condition. The roadway has no shoulders, and the surface and subgrade are deteriorating. This final EIS analyses a No-Build Alternative and several alignment alternatives for the segment of the corridor between Shane Creek and the Yellowstone River bridge (Nellie's Corner) and assesses two roadway cross-sections. The preferred alternative (Alternative B1) would involve a 32-foot-wide paved roadway. From S-419 on the south through Absarokee to Shane Creek the existing alignment would be followed, with numerous changes to the vertical and horizontal alignment. Immediately south of Shane Creek, the alignment would shift to the east then swing to the west to the outside of the existing short corner to provide a gentler curve at Nellie's Corner. The project would be implemented sometime after 2003. Estimated cost of construction is $14.4 million in 1999 dollars. POSITIVE IMPACTS: The improved facility would meet current design standards, enhancing the safety and efficiency of travel within the corridor. Widening the route would correct horizontal and vertical curve deficiencies throughout the corridor. Storm water and water system improvements would be incorporated into the project. NEGATIVE IMPACTS: Rights-of-way requirements, totaling 198.9 acres, would result in the displacement of 191.2 acres of farmland, including 197.7 acres of prime farmland, and 171.5 acres of farmland of statewide importance. Three residences, three outbuildings, and nine wells would be displaced. Rights-of-way encroachments could affect the operation of one business, but no commercial establishments would be displaced. Approximately 1,506 square feet of MacKay Athletic Field would be displaced. Floodplains associated with Butcher, Beaver, Whitebird, and Shane creeks would be traversed. Noise levels would exceed federal standards at two sites. The Lower Stillwater River Historic Irrigation District and Half-Way Ranch and Riverside Inn, all of which are historically significant, would be affected. Cut-and-fill slopes would affect the landscape in the area of Nellie's Corner somewhat. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 01-0311D, Volume 25, Number 3. JF - EPA number: 020136, 331 pages, April 3, 2002 PY - 2002 KW - Roads and Railroads KW - Agency number: FHWA-MT-EIS-99-01-F KW - Creeks KW - Cultural Resources Surveys KW - Farmlands KW - Floodplains KW - Highways KW - Historic Districts KW - Historic Sites KW - Noise Standards Violations KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Safety KW - Safety Analyses KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Visual Resources KW - Wells KW - Montana KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36411052?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-04-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MONTANA+P-78%2C+ABSAROKEE+TO+COLUMBIA+IN+STILLWATER+COUNTY%2C+MONTANA+%28F+78-2%285%2927%3B+P.M.S.+CONTROL+0920%29.&rft.title=MONTANA+P-78%2C+ABSAROKEE+TO+COLUMBIA+IN+STILLWATER+COUNTY%2C+MONTANA+%28F+78-2%285%2927%3B+P.M.S.+CONTROL+0920%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Helena, Montana; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: April 3, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-40 FROM I-275 TO CHERRY STREET, KNOXVILLE, KNOX COUNTY, TENNESSEE. AN - 36409351; 9252 AB - PURPOSE: The improvement of a portion of existing Interstate 40 (I-40) to provide a six-lane freeway extending from I-275 to Cherry Street in Knoxville, Knox County, Tennessee is proposed. As part of the project, the James White Parkway (State Route (SR) 158) would be upgraded to six lanes from Summit Hill Drive to I-40. In addition, North Fifth Avenue would be upgraded and extended to Summit Hill Drive either at Mulvaney or Town View. The overall project length is approximately two miles. Existing I-40 and SR 158 provide two through travel lanes in each direction, with the exception of the section of I-40 extending from Broadway to Cherry Street, which provides three lanes in each direction. The improvement of the I-40 corridor in the Knoxville area has been an ongoing process for years. The study corridor is currently affected by roadway deficiencies and inadequate capacity. Average daily traffic volume (ADT) on I-40 will increase from 93,300 vehicles per day (vpd) in 1997 to 153,000 vpd in the year 2017. ADT on SR 158 will increase from 46,200 in 1997 to 80,600 in 2017. The proposed improvements would generally remain within the existing rights-of-way. A No-Build Alternative and three build alternatives are considered in this final EIS. The preferred alternative (Alternative K) would begin just east of the I-275/I-40 interchange and follow the mainline of I-40 to Cherry Street. Full control of access would be maintained. James White Parkway would be upgraded from just south of Summit Hill Drive to the I-40/James White Parkway interchange. An estimated cost of the preferred alternative is $130.9 million to $131.3 million. POSITIVE IMPACTS: The project would improve local and regional accessibility and traffic service, reduce traffic congestion, improve traffic flow, reduce accidents within the corridors, and improve route continuity. NEGATIVE IMPACTS: Rights-of-way acquisition would result in displacement of one residence and 20 to 23 businesses and encroach somewhat on floodplain land. Noise levels within the corridors would increase somewhat. The project would exacerbate visual intrusions associated with highway structures in the area. The historic neighborhood in the Fourth Avenue and Gill Street area would be affected. The project would encounter 17 hazardous materials sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), 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 00-0103D, Volume 24, Number 1. JF - EPA number: 020135, 237 pages and maps, April 3, 2002 PY - 2002 KW - Roads and Railroads KW - Agency number: FHWA-TN-EIS-98-01-F KW - Air Quality KW - Cultural Resources Surveys KW - Floodplains KW - Hazardous Materials KW - Highways KW - Historic Districts KW - Highway Structures KW - Hydrologic Assessments KW - Relocation Plans KW - Socioeconomic Assessments KW - Traffic Analyses KW - Visual Resources KW - Wetlands KW - Tennessee KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites 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/36409351?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-04-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-40+FROM+I-275+TO+CHERRY+STREET%2C+KNOXVILLE%2C+KNOX+COUNTY%2C+TENNESSEE.&rft.title=I-40+FROM+I-275+TO+CHERRY+STREET%2C+KNOXVILLE%2C+KNOX+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 - Final. Preparation date: April 3, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CAPITAL BELTWAY STUDY, FROM I-95/I-395/I-495 INTERCHANGE TO AMERICAN LEGION BRIDGE, FAIRFAX COUNTY, VIRGINIA. AN - 36410892; 9250 AB - PURPOSE: The improvement of a 14-mile section of Interstate 495 (I-495), also known as the Capital Beltway, in Fairfax County, Virginia is proposed. The study corridor extends from the I-95/I-395/I-495 interchange to the American Legion Bridge. The Beltway was originally designed to serve through traffic bypassing the District of Columbia. However, since its completion in 1964, the growth of the metropolitan area and changes in travel patterns have made the Beltway an integral part of the regional transportation system. Rather than functioning as a bypass, the facility is now used primarily for travel to and from destinations within the region. The highway carries more traffic than any other road in Virginia. Six alternatives, including a No Action Alternative, are considered in this draft EIS. The project would also include improvements to portions of roadways that intersect and connect to the Beltway via existing interchanges at Braddock Road, Little River Turnpike, Gallows Road, Arlington Boulevard, I-66, Leesburg Pike, Chain Bridge Road, Dulles Access/Toll Road, Georgetown Pike, and the George Washington Memorial Parkway. The build alternatives would involve addition of varying numbers of high-occupancy vehicle (HOV) lanes to the facility and options regarding the abovementioned interchange improvements. Rights-of-way acquisition costs are estimated to range from $250 million to $423 million, depending on the alternative selected. Construction costs are expected to range from $2.25 billion to $2.83 billion. POSITIVE IMPACTS: The project would provide for safer and more efficient travel on this circumferential route around the District of Columbia and complete the regional HOV network. Modifications to connecting and intersecting roadways would integrate the proposed Beltway and interchange improvements with existing or planned roadway designs and traffic patterns. The project would decrease cut-through traffic in local communities adjacent to the affected section of the Beltway. Air quality within the corridor would improve significantly. NEGATIVE IMPACTS: Depending on the alternative selected, the project would require 103 to 168 acres of new rights-of-way, displacing 206 to 258 residences and 19 to 32 businesses as well as one nursing home and, possibly, two tennis courts. In addition, 4.62 to 5.06 acres of wetlands, over 8,000 linear feet of stream, five to 5.5 acres of floodplain, Seven public parks would be affected, resulting in the loss of 15.05 to 19.88 acres of parkland. One cultural resource site would be affected. From seven to nine hazardous waste sites would be encountered during construction. Traffic-generated noise would exceed federal standards in the vicinity of 3,672 to 3,879 residential receptor sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (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: 020133, Draft EIS--391 pages, Map supplement, April 2, 2002 PY - 2002 KW - Roads and Railroads KW - Agency number: FHWA-VA-EIS-02-02-D KW - Archaeological Sites KW - Cost Assessments KW - Cultural Resources KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Hospitals KW - Noise Standards Violations KW - Parks KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Streams KW - Traffic Analyses KW - Wetlands KW - Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Department of Transportation Act of 1966, Parks KW - National Historic Preservation Act of 1966, Archaeological Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36410892?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-04-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CAPITAL+BELTWAY+STUDY%2C+FROM+I-95%2FI-395%2FI-495+INTERCHANGE+TO+AMERICAN+LEGION+BRIDGE%2C+FAIRFAX+COUNTY%2C+VIRGINIA.&rft.title=CAPITAL+BELTWAY+STUDY%2C+FROM+I-95%2FI-395%2FI-495+INTERCHANGE+TO+AMERICAN+LEGION+BRIDGE%2C+FAIRFAX+COUNTY%2C+VIRGINIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: April 2, 2002 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - Radiation exposure of aircrews. AN - 71495334; 11872442 AB - Information is provided about the radiation to which aircrews are exposed and possible health consequences. Recommended radiation exposure limits are given. Crewmembers on commercial aircraft are exposed to higher doses of ionizing radiation than normally received by members of the general population in most parts of the world. The principal ionizing radiation is galactic cosmic radiation. On infrequent occasions, radiation from the sun leads to an increase in the ionizing radiation at aircraft flight altitudes. Radioactive cargo is another possible source of exposure to ionizing radiation. Crewmembers are exposed to nonionizing radiation in the form of electric and magnetic fields generated by the aircraft s electronic and electrical systems. Other potential sources of nonionizing radiation exposure are microwave radiation from the aircraft's weather radar, laser radiation, and ultraviolet radiation. JF - Occupational medicine (Philadelphia, Pa.) AU - Friedberg, Wallace AU - Copeland, Kyle AU - Duke, Frances E AU - Nicholas, Joyce S AU - Darden, Edgar B AU - O'Brien, Keran AD - Civil Aerospace Medical Institute, Mail Route AAM-610, Federal Aviation Administration, Oklahoma City, OK 73125, USA. PY - 2002 SP - 293 EP - 309, v VL - 17 IS - 2 SN - 0885-114X, 0885-114X KW - Index Medicus KW - Fetus -- radiation effects KW - Cosmic Radiation KW - Radiation, Nonionizing KW - Humans KW - Neoplasms, Radiation-Induced KW - Maternal Exposure KW - Female KW - Occupational Exposure KW - Radiation KW - Aerospace Medicine UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/71495334?accountid=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=Occupational+medicine+%28Philadelphia%2C+Pa.%29&rft.atitle=Radiation+exposure+of+aircrews.&rft.au=Friedberg%2C+Wallace%3BCopeland%2C+Kyle%3BDuke%2C+Frances+E%3BNicholas%2C+Joyce+S%3BDarden%2C+Edgar+B%3BO%27Brien%2C+Keran&rft.aulast=Friedberg&rft.aufirst=Wallace&rft.date=2002-04-01&rft.volume=17&rft.issue=2&rft.spage=293&rft.isbn=&rft.btitle=&rft.title=Occupational+medicine+%28Philadelphia%2C+Pa.%29&rft.issn=0885114X&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date completed - 2007-12-06 N1 - Date created - 2002-03-01 N1 - Date revised - 2017-01-13 N1 - Last updated - 2017-01-18 ER - TY - JOUR T1 - The Federal Aviation Administration's role in evaluation of pilots and others with alcoholism or drug addiction. AN - 71488441; 11872437 AB - The author explores the FAA Medical Standards, including old and new approaches toward rehabilitation; special issuance; and pilot initiatives. The current treatment model is also seen in various impaired physician programs around the U.S. JF - Occupational medicine (Philadelphia, Pa.) AU - Pakull, Barton AD - Federal Aviation Administration, FAA AAM-200, 800 Independence NW, Washington, DC 20591, USA. PY - 2002 SP - 221 EP - 6, iv VL - 17 IS - 2 SN - 0885-114X, 0885-114X KW - Index Medicus KW - United States KW - Aviation -- standards KW - Humans KW - Substance-Related Disorders -- diagnosis KW - Alcoholism -- diagnosis KW - Government Agencies KW - Aerospace Medicine KW - Professional Impairment UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/71488441?accountid=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=Occupational+medicine+%28Philadelphia%2C+Pa.%29&rft.atitle=The+Federal+Aviation+Administration%27s+role+in+evaluation+of+pilots+and+others+with+alcoholism+or+drug+addiction.&rft.au=Pakull%2C+Barton&rft.aulast=Pakull&rft.aufirst=Barton&rft.date=2002-04-01&rft.volume=17&rft.issue=2&rft.spage=221&rft.isbn=&rft.btitle=&rft.title=Occupational+medicine+%28Philadelphia%2C+Pa.%29&rft.issn=0885114X&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date completed - 2007-12-06 N1 - Date created - 2002-03-01 N1 - Date revised - 2017-01-13 N1 - Last updated - 2017-01-18 ER - TY - JOUR T1 - Seismogenic landslide modification of fault scarps, Summer Lake Basin, Lake County, Oregon AN - 52012112; 2003-023945 AB - Situated in the northwestern Basin and Range province, Summer Lake basin is a west-dipping half-graben bound on the west by the kilometer-high, Winter Ridge escarpment. Since its inception in the Miocene, the basin has served as a sink for eolian sediment and for deposits derived from mass wasting, colluvial and alluvial processes that act on the surrounding escarpments. The Winter Ridge fault cuts most mass wasting and other surficial deposits along the base of the escarpment. Water-filled grabens are common along the base of fault scarps. In several locations, hummocky topography and small concentric ridges and depressions within large, lobate forms are preserved basin-ward of these grabens. Additionally, scarps are minimally dissected and near repose, even though most scarps are tens to hundreds of meters in height. This fresh scarp morphology suggests greater youthfulness than would otherwise be implied by such large scarp height. We interpret this scarp and slope morphology to result, in part, from secondary, seismogenic landsliding. High groundwater conditions, evidenced by numerous springs and seeps along the base of the escarpment, predispose the soft, fine-grained basin sediments and overlying mass wasting and colluvial deposits to seismogenic slope failures. Such deformation has been described by Langridge (1998) at the Ana River fault in the north end of the basin. We interpret the aforementioned lobate forms to be compressional features and the grabens to be extensional features of large lateral spreads associated with faulting events. Perhaps similar processes have modified the 120m and 270 m fault scarps that cut mass wasting deposits at the Foster Creek and Bennett Flat landslides in the southern portion of the escarpment. JF - Abstracts with Programs - Geological Society of America AU - Badger, Thomas C AU - Watters, Robert J AU - Anonymous Y1 - 2002/04// PY - 2002 DA - April 2002 SP - 107 PB - Geological Society of America (GSA), Boulder, CO VL - 34 IS - 5 SN - 0016-7592, 0016-7592 KW - United States KW - North America KW - Basin and Range Province KW - Summer Lake Basin KW - erosion features KW - half grabens KW - Lake County Oregon KW - Oregon KW - landslides KW - seismicity KW - mass movements KW - tectonics KW - scarps KW - fault scarps KW - faults KW - 16:Structural geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/52012112?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Abstracts+with+Programs+-+Geological+Society+of+America&rft.atitle=Seismogenic+landslide+modification+of+fault+scarps%2C+Summer+Lake+Basin%2C+Lake+County%2C+Oregon&rft.au=Badger%2C+Thomas+C%3BWatters%2C+Robert+J%3BAnonymous&rft.aulast=Badger&rft.aufirst=Thomas&rft.date=2002-04-01&rft.volume=34&rft.issue=5&rft.spage=107&rft.isbn=&rft.btitle=&rft.title=Abstracts+with+Programs+-+Geological+Society+of+America&rft.issn=00167592&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - Geological Society of America, Cordilleran Section, 98th 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 - 2003-01-01 N1 - PubXState - CO N1 - Last updated - 2012-06-07 N1 - CODEN - GAAPBC N1 - SubjectsTermNotLitGenreText - Basin and Range Province; erosion features; fault scarps; faults; half grabens; Lake County Oregon; landslides; mass movements; North America; Oregon; scarps; seismicity; Summer Lake Basin; tectonics; United States ER - TY - JOUR T1 - Hydrologic controls and forest land management implications for deep-seated landslides; examples from the Lincoln Creek Formation, Washington AN - 52010319; 2003-023836 AB - Detailed air photo analysis coupled with field mapping provides the most consistent and accurate identification of areas prone to or undergoing deep-seated landsliding. Certain geologic units are notorious "bad actors" because of their rapid weathering characteristics, accelerated by regionally high annual precipitation and a lack of influence from Pleistocene glaciation. The Lincoln Creek Formation (LCF), an Eocene to Oligocene marine sedimentary tuffaceous siltstone and silty sandstone underlying much of southwest Washington, is such a unit. The LCF weathers to silts and clays with soft to very stiff consistency and typical plastic indices ranging from 20 to 50. Observed residual shear strengths of these materials can range from phi = 13 degrees to 28 degrees and c = O kPa. Landslide densities in areas underlain by LCF commonly exceed 10/km (super 2) , with large coalescing slides covering up to 0.3 km (super 2) . High groundwater conditions persist throughout much of the year in residual soils of the LCF because of their poorly-drained nature and the high average annual precipitation. This may contribute to the fact that many of the landslides remain active for years at a time. Instrumented landslides that exhibit periodic movement show strong correlations of piezometric surface fluctuations, with recognizable lag times, to precipitation events. The high sensitivity of hillslope stability to ground water changes suggests that much of the forested terrain underlain by LCF is also highly sensitive to decreases in evapo-transpiration brought on by the effects of timber harvest. Harvest plans should incorporate detailed, sub-basin scale mapping of landslide areas with estimates of background and accelerated sediment input to stream channels. In areas underlain by large numbers of deep-seated (and other) landslides, cumulative hydrologic effects of timber removal should be evaluated on the scale of small sub-basins, rather than entire watersheds. JF - Abstracts with Programs - Geological Society of America AU - Gerstel, Wendy J AU - Badger, Thomas C AU - Anonymous Y1 - 2002/04// PY - 2002 DA - April 2002 SP - 89 PB - Geological Society of America (GSA), Boulder, CO VL - 34 IS - 5 SN - 0016-7592, 0016-7592 KW - United States KW - soils KW - hydrology KW - forests KW - Washington KW - geologic hazards KW - sediment transport KW - erosion KW - Eocene KW - landform evolution KW - watersheds KW - Paleogene KW - Lincoln Creek Formation KW - ground water KW - Cenozoic KW - landslides KW - Tertiary KW - southwestern Washington KW - mass movements KW - land management KW - soil erosion KW - land use KW - Oligocene KW - 22:Environmental geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/52010319?accountid=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=Hydrologic+controls+and+forest+land+management+implications+for+deep-seated+landslides%3B+examples+from+the+Lincoln+Creek+Formation%2C+Washington&rft.au=Gerstel%2C+Wendy+J%3BBadger%2C+Thomas+C%3BAnonymous&rft.aulast=Gerstel&rft.aufirst=Wendy&rft.date=2002-04-01&rft.volume=34&rft.issue=5&rft.spage=89&rft.isbn=&rft.btitle=&rft.title=Abstracts+with+Programs+-+Geological+Society+of+America&rft.issn=00167592&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - Geological Society of America, Cordilleran Section, 98th 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 - 2003-01-01 N1 - PubXState - CO N1 - Last updated - 2012-06-07 N1 - CODEN - GAAPBC N1 - SubjectsTermNotLitGenreText - Cenozoic; Eocene; erosion; forests; geologic hazards; ground water; hydrology; land management; land use; landform evolution; landslides; Lincoln Creek Formation; mass movements; Oligocene; Paleogene; sediment transport; soil erosion; soils; southwestern Washington; Tertiary; United States; Washington; watersheds ER - TY - JOUR T1 - What's shaking? Earthquake trials test networked RTK AN - 51945083; 2003-064626 JF - GPS World AU - Turner, Loren Y1 - 2002/04// PY - 2002 DA - April 2002 SP - 16 EP - 18, 20, 22 PB - Aster Pub. Corp., Eugene, OR VL - 13 IS - 4 SN - 1048-5104, 1048-5104 KW - Global Positioning System KW - technology KW - monitoring KW - Far East KW - geologic hazards KW - accelerometers KW - case studies KW - landslides KW - detection KW - blasting KW - mass movements KW - testing KW - Asia KW - earthquakes KW - Japan KW - instruments KW - remote sensing KW - 20:Applied geophysics KW - 22:Environmental geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51945083?accountid=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=GPS+World&rft.atitle=What%27s+shaking%3F+Earthquake+trials+test+networked+RTK&rft.au=Turner%2C+Loren&rft.aulast=Turner&rft.aufirst=Loren&rft.date=2002-04-01&rft.volume=13&rft.issue=4&rft.spage=16&rft.isbn=&rft.btitle=&rft.title=GPS+World&rft.issn=10485104&rft_id=info:doi/ LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2003-01-01 N1 - PubXState - OR N1 - Document feature - illus. N1 - Last updated - 2012-06-07 N1 - SubjectsTermNotLitGenreText - accelerometers; Asia; blasting; case studies; detection; earthquakes; Far East; geologic hazards; Global Positioning System; instruments; Japan; landslides; mass movements; monitoring; remote sensing; technology; testing ER - TY - RPRT T1 - U.S. HIGHWAY 59 IN DOUGLAS AND FRANKLIN COUNTIES, KANSAS (KDOT PROJECT NO. 59-106 K-6318-01). AN - 36410905; 9249 AB - PURPOSE: The improvement of approximately 18 miles of US 59 between Ottawa and Lawrence in Douglas and Franklin counties, Kansas is proposed. The current configuration of US 59 within the study limits is a two-lane highway, which is traveled by up to 10,000 vehicles each day. The facility is characterized by sharp horizontal curves with super-elevation cross slopes and shoulders which do not conform with current standards. The corridor is currently experiencing traffic- and safety-related problems that are expected to worsen over the next several years. The current accident rate along this stretch of highway is 25 percent higher than the rate of accidents occurring on similar roadways throughout the state. At the southern terminus the proposed roadway would tie into the existing two-lane section of US 59 north of Ottawa and/or Interstate 35 (I-35) via a bypass east of Ottawa. The northern terminus would connect to the existing four-lane divided expressway approximately 1.5 miles south of Lawrence. In addition to a No-Build Alternative, this draft EIS considers, a modern two-lane alternative, six expressway alternatives and eight freeway alternatives as well as a transportation system management alternative. The No-Build Alternative, modern two-lane alternative and two freeway alternatives have been retained for detailed analysis. The freeway alternatives (alternatives 3B and 5) have been identified as preferred. Alternative 3B would be offset approximately one mile east of existing US 59 and west of Montana Road. Alternative 5 would run 300 feet east of the existing facility, using existing US 59 as the west access road. Costs of alternatives 3B and 5 are $199.4 million and $210.3 million, respectively. POSITIVE IMPACTS: The project would improve safety, correct roadway design deficiencies, increase traffic capacity, and accommodate current and projected transportation demand along the corridor. Either preferred alternative would provide a higher level of service that is currently provided along this section of US 59. NEGATIVE IMPACTS: Alternative 3B would require 970 acres of new rights-of-way, resulting in the displacement of 11 residences and two businesses as well as 869 acres of prime farmland, severance of 13 farm tracts. Rights-of-way development would also affect 1.8 acres of wetlands, 68.9 acres of floodplain, 60.6 acres of habitat supporting protected species, and eight cultural resource sites that are potentially eligible for inclusion in the National Register of Historic Places. Traffic-generated noise would exceed federal standards in the vicinity of 16 residential receptor sites. Alternative 5 would require 960 acres of new rights-of-way, resulting in the displacement of 33 residences and eight businesses as well as 882.8 acres of prime farmland, severance of six farm tracts. Rights-of-way development would also affect 1.2 acres of wetlands, 104 acres of floodplain, 19.3 acres of habitat supporting protected species, and nine cultural resource sites that are potentially eligible for inclusion in the National Register of Historic Places. Traffic-generated noise would exceed federal standards in the vicinity of 29 residential receptor sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), 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). JF - EPA number: 020132, Volume I--382 pages and maps, Volume II-501 pages, April 1, 2002 PY - 2002 KW - Roads and Railroads KW - Agency number: FHWA-KS-EIS-02-01-D KW - Air Quality KW - Cost Assessments KW - Cultural Resources KW - Endangered Species (Animals) KW - Farmlands KW - Floodplains KW - Highways KW - Highway Structures KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Traffic Analyses KW - Wetlands KW - Wildlife Habitat KW - Kansas KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Transportation Equity Act for the 21st Century, 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/36410905?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=U.S.+HIGHWAY+59+IN+DOUGLAS+AND+FRANKLIN+COUNTIES%2C+KANSAS+%28KDOT+PROJECT+NO.+59-106+K-6318-01%29.&rft.title=U.S.+HIGHWAY+59+IN+DOUGLAS+AND+FRANKLIN+COUNTIES%2C+KANSAS+%28KDOT+PROJECT+NO.+59-106+K-6318-01%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Topeka, Kansas; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2002 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - Computer Modeling and Validation of a Hybrid III Dummy for Crashworthiness Simulation AN - 18440558; 5416296 AB - A finite element model of the Hybrid III crash test dummy is developed for computer crash simulations. A description of the major components of the Hybrid III dummy and their finite element representations are given. The results of testing procedures required by the Code of Federal Regulations on the physical dummy are also presented and compared with results obtained from the computer model. The reasonable accuracy obtained from the model makes it useful for crashworthiness simulations when combined with other vehicle and restraint system models. JF - Mathematical and Computer Modelling AU - Noureddine, A AU - Eskandarian, A AU - Digges, K AD - FHWA/NHTSA National Crash Analysis Center, The George Washington University, Washington, DC 20052, USA Y1 - 2002/04// PY - 2002 DA - Apr 2002 SP - 885 EP - 893 VL - 35 IS - 7-8 SN - 0895-7177, 0895-7177 KW - crashworthiness KW - impact analysis KW - traffic safety KW - Health & Safety Science Abstracts KW - H 2000:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/18440558?accountid=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=Mathematical+and+Computer+Modelling&rft.atitle=Computer+Modeling+and+Validation+of+a+Hybrid+III+Dummy+for+Crashworthiness+Simulation&rft.au=Noureddine%2C+A%3BEskandarian%2C+A%3BDigges%2C+K&rft.aulast=Noureddine&rft.aufirst=A&rft.date=2002-04-01&rft.volume=35&rft.issue=7-8&rft.spage=885&rft.isbn=&rft.btitle=&rft.title=Mathematical+and+Computer+Modelling&rft.issn=08957177&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2006-11-01 N1 - Last updated - 2011-12-13 ER - TY - RPRT T1 - NORTHSTAR CORRIDOR PROJECT, ANOKA, BENTON, MORRISON, AND SHERBURNE COUNTIES MINNESOTA. AN - 36410954; 9242 AB - PURPOSE: The development of transit elements for the Northstar Corridor, a transportation corridor extending approximately 70 miles from downtown Minneapolis to St. Cloud, Minnesota along Trunk Highway (TH) 10/47 and the Burlington Northern Santa Fe (BNSF) railroad transcontinental route. The corridor is bordered on the west by the Mississippi River, has regional, statewide, and national significance as a primary transportation route for automobile, truck, and rail travel. The corridor includes TH 10, a principal arterial and part of the National Highway System, and the BNSF's Staples-to-Selba sub, part of a mainline between Chicago and Seattle. Alternatives addressed in this final EIS include, a No-Build Alternative, a transportation system management (TSM) alternative, and a commuter rail alternative. The No-Build Alternative would include maintenance of the existing roadway and transit system, along with committed and programmed transportation improvements for which funding has been committed through the year 2003. The TSM alternative would include all elements of the No-Build Alternative, along with expanded bus service, ITS improvements, and pedestrian/bicycle facilities. Bus operation strategies under the TSM alternative would include transit service enhancements, infrastructure improvements, and up to 11 additional park-and-ride facilities. The commuter rail alternative, which is the preferred alternative, would establish commuter rail service on the BNSF track between downtown Minneapolis and Rice. The 81.8-mile system would be accessed via 11 stations located at Rice, St. Cloud East, Becker, Big Lake, Elk River, Anoka, Coon Rapids-Riverdale, Coon Rapids-Foley, Fridley, Minneapolis Northeast, and downtown Minneapolis. A vehicle maintenance facility would be located at Elk River South and a layover facility at Rice. A light rail transit (LST) connection would be established from Third Avenue North to Sixth Avenue North, with the LRT continuing on the north side of Fifth Street and LRT station immediately west of Third Avenue North. The commuter rail alternative would incorporate elements of the No-Build Alternative as well as feeder bus improvements. Potential stations have been evaluated for the rail route. The rail alternative would also include a connection to the Hiawatha light rail transit line at the proposed multi-modal station in downtown Minneapolis at Fifth Street North and Fifth Avenue North. Capital costs of the project are estimated at $599.6 million in 2001 dollars. Applying the unit costs to the project level of service of the initial segments and the complete regional system yields, annual operation costs are estimated at $14.5 million in 2006 dollars. POSITIVE IMPACTS: The transit alternative would improve mobility and safety for travelers within the corridor, encourage transportation-supportive land use development patterns, and provide a cost-effective and efficient transportation system. Population growth and employment development in adjacent areas would be supported, and traveler use of mass transit would be encouraged, removing vehicular traffic from the corridor. Air quality within the corridor would improve and traffic-related noise affecting adjacent receptors would decline. The TSM alternative would assist in the achievement of the goals of the transit alternative, though to a lesser extent. NEGATIVE IMPACTS: The preferred rail alternative would displace 38 parcels, including one residence and four businesses, and displace 1.86 acres of wetlands. Rights-of-way requirements would also affect a high-quality prairie tract and habitat for two state-listed animal species, specifically loggerhead shrike and Blanding's turtle. Construction activities would disturb potentially contaminated sites. Transit system operation would increase noise to levels in excess of federal standards at 16 residential receptor sites and could result in excessive vibration at two residential 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 01-0057D, Volume 24, Number 1. JF - EPA number: 0200125, Volume 1--578 page and maps, Volume 2--369 pages, March 29, 2002 PY - 2002 KW - Roads and Railroads KW - Birds KW - Cultural Resources Surveys KW - Endangered Species (Animals) KW - Forests KW - Hazardous Wastes KW - Highways KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Transportation KW - Wetlands KW - Minnesota KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36410954?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-03-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTHSTAR+CORRIDOR+PROJECT%2C+ANOKA%2C+BENTON%2C+MORRISON%2C+AND+SHERBURNE+COUNTIES+MINNESOTA.&rft.title=NORTHSTAR+CORRIDOR+PROJECT%2C+ANOKA%2C+BENTON%2C+MORRISON%2C+AND+SHERBURNE+COUNTIES+MINNESOTA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Chicago, Illinois; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: March 29, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SECOND BRIDGE TO OAK ISLAND, FROM SR 1104 (BEACH DRIVE) TO NC 211, BRUNSWICK COUNTY, NORTH CAROLINA (STATE PROJECT NO. 8.2231201; T.I.P. NO. R-2245). AN - 36416455; 9235 AB - PURPOSE: Construction of highway facilities to extend from the intersection of State Route (SR) 1104 (Beach Drive) and SR 1105 (Middleton Avenue) to North Carolina (NC) 211 in Brunswick County, North Carolina is proposed. The project would provide a second vehicular access route to the town of Oak Island by widening SR 1105 between the Atlantic Ocean and the Atlantic Intracoastal Waterway (AIWW) or SR 1190 between SR 1105 and the AIWW. Historically, the county has rated the second bridge to Oak Island as one of the most important transportation projects in the county. Existing and projected traffic volumes, safety considerations, and inadequate highway capacity for evacuations from the island are the chief considerations in forwarding the proposal. In addition the project would include the construction of a new high-rise bridge over the AIWW to the mainland. Improvements on the island would include providing a two-lane facility from SR 1104 to SR 1190 (East Oak Island Drive), which would transition to five lanes and then to a four-lane section on the bridge over the AIWW, after which it would provide a four-lane facility to NC 211 at SR 1500 (Midway Road). The project could include upgrading of SR 1112 (Sunset Harbor Road) to NC 211. Five alternatives, including a No-Build Alternative (Alternative A), are considered in this draft EIS. Estimated cost of the build alternatives range from $34.8 million to $63.8 million. POSITIVE IMPACTS: The new crossing and associated facilities would allow the county to accommodate expected traffic volumes to and from the island for the foreseeable future in a safe and efficient manner. The bridge would also increase the island's evacuation capacity during emergencies, particularly hurricanes. NEGATIVE IMPACTS: Depending on the alternative selected, rights-of-way requirements would displace seven to 16 residences and up to one business. As well as, 4.15 to 25.45 acres of pine plantation, 8.33 to 40.6 acres of longleaf pine, up to 7.22 acres of coastal fringe evergreen forest, up to 13.34 acres of pocosin forest, 0.44 to 1.88 acres of bottomland hardwood stands, up to 2.94 acres of non-riverine swamp forest, 3.8 to 16.4 acres of wetlands, and up to 1.23 acres of coastal marsh. In addition, the project would displace seven to 59 acres of prime and unique farmland and, possibly, 58 acres of farmland of statewide and local importance. The highway facilities would traverse up to five streams. Traffic-generated noise would impact 38 sensitive receptors regardless of the alternative selected. 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: 020118, 487 pages and maps, March 22, 2002 PY - 2002 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-02-01-D KW - Bridges KW - Coastal Zones KW - Farmlands KW - Forests KW - Highways KW - Highway Structures KW - Hurricanes KW - Islands KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams 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/36416455?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-03-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SECOND+BRIDGE+TO+OAK+ISLAND%2C+FROM+SR+1104+%28BEACH+DRIVE%29+TO+NC+211%2C+BRUNSWICK+COUNTY%2C+NORTH+CAROLINA+%28STATE+PROJECT+NO.+8.2231201%3B+T.I.P.+NO.+R-2245%29.&rft.title=SECOND+BRIDGE+TO+OAK+ISLAND%2C+FROM+SR+1104+%28BEACH+DRIVE%29+TO+NC+211%2C+BRUNSWICK+COUNTY%2C+NORTH+CAROLINA+%28STATE+PROJECT+NO.+8.2231201%3B+T.I.P.+NO.+R-2245%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 - Draft. Preparation date: March 22, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW RIVER PARKWAY, I-64 TO HINTON, RALEIGH AND SUMMERS COUNTIES, WEST VIRGINIA (DRAFT SUPPLEMENT TO THE MARCH 1998 FINAL ENVIRONMENTAL IMPACT STATEMENT). AN - 36409088; 9234 AB - PURPOSE: The construction of a ten-mile scenic parkway and recreational facilities, located in southern West Virginia, is proposed. The parkway would run parallel to the New River, which serves as the boundary between the two counties in the project area, and extend from the I-64 bridge over the river to the town of Hinton, the county seat for Summers County. The entire length of the New River flows north from Blowing Rock, North Carolina, to Fayette County, West Virginia. In 1978, a 50-mile section of the river was designated as the New River Gorge National River; the management plan prepared by the National Park Service emphasized the need for developing high-quality river recreation experiences while protecting the river's natural, cultural, and scenic resources. Currently, the project area includes 12 recreational facilities accessible through an irregular network of substandard rural roads and secondary highways. Some 15 additional facilities have been identified for development after the parkway was constructed. These sites include boat launch facilities, scenic overlooks, and trailheads. Four alternatives, including a No-Build Alternative, were considered in the draft EIS of March 1998. Alternative 2 would generally follow the alignment of existing Route 26 on the west side of the New River along a modified narrow roadway; three optional crossings of the New River near the I-64 interchange is associated with this alternative. The facility would run on the east side of the river from I-64 to south of Brooks Island, where the alignment would cross to the west side of the river and follow the same course as Alternative 2. Alternative 3 would begin at the I-64 interchange north of Sandstone, east of the New River, and run along WV20 to the southern end of Laurel Creek Bridge and then follow parallel of Chestnut Mountain below WV 20. Alternative 4 would cross the New River twice: at the one of the three locations considered for Alternative 2, and at the Alternative 3 site. In August 1999, a report was issued identifying the preferred alignment (Alternative 2A/2D). This draft supplement to the draft EIS considers resource protection and land acquisition options along the preferred alignment. The focus of the supplemental is on construction of a new bridge across the New River, upgrading of Route 26, construction of recreational facilities, and establishment of new land management plans. Four-resource protection/land acquisition options associated with the parkway and a No-Build Alternative are addressed. The preferred option (Option 2) would involve acquisition of rights-of-way for construction of the parkway, purchase of additional property and easements from willing sellers, and purchasing of conservation easements on farmlands from willing sellers. POSITIVE IMPACTS: The parkway would provide improved access to recreational sites in and around the New River gorge and support the development of recreational facilities, stimulate regional economic development, improve highway safety in the project area, and preserve scenic landscape patterns of the river corridor. Annual tourist expenditures would increase substantially. Option 2 would protect 02rmland, floodplain land, wetlands, and riparian habitat. The option would also offer additional public use opportunities and could provide additional protection in areas characterized by steep slopes and reduce runoff from farmlands. NEGATIVE IMPACTS: The draft EIS indicated that rights-of-way requirements under the build alternatives would displace 11 to 29 private properties, encroach on up to seven acres of the 100-year floodplain, and adversely affect the Brooklin Historic District and one or two other historic properties. LEGAL MANDATES: National Highway Systems Designation Act of 1995 (P.L. 104-59) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 98-0120D, Volume 22, Number 2. JF - EPA number: 020117, 116 pages and maps, March 22, 2002 PY - 2002 KW - Roads and Railroads KW - Agency number: FHWA-WV-EIS-95-01-SD KW - Bridges KW - Easements KW - Farmlands KW - Floodplains KW - Highway Structures KW - Highways KW - Historic Districts KW - Historic Sites KW - Preserves KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Rivers KW - Scenic Areas KW - Trails KW - Transportation KW - Visual Resources KW - New River KW - West Virginia KW - National Highway Systems Designation Act of 1995, 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/36409088?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-03-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+RIVER+PARKWAY%2C+I-64+TO+HINTON%2C+RALEIGH+AND+SUMMERS+COUNTIES%2C+WEST+VIRGINIA+%28DRAFT+SUPPLEMENT+TO+THE+MARCH+1998+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=NEW+RIVER+PARKWAY%2C+I-64+TO+HINTON%2C+RALEIGH+AND+SUMMERS+COUNTIES%2C+WEST+VIRGINIA+%28DRAFT+SUPPLEMENT+TO+THE+MARCH+1998+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Charleston, West Virginia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: March 22, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ROUTE 63 CORRIDOR, PHELPS COUNTY, MISSOURI. AN - 36410869; 9232 AB - PURPOSE: Construction of a new four-lane divided roadway within the 12-mile Route 63 corridor in Phelps County, Missouri is proposed. The corridor runs from south of the Phelps/Maries County line just south of Route W near Vida. The project would also include potential improvements to Interstate 44 (I-44) through the city limits of Rolla and Route 72 within Rolla. In general, across the state, existing Route 63 consists of a rural, two-lane roadway with regular shoulders. In the study area, a large portion of the route lies within the Rolla city limits, most of which consists of a three- or five-lane section flanked by curbs and gutters and providing little or no control of access. From the northern city limits to I-44, Route 63 is a four-lane facility with limited access control. From I-44 to Fourteenth Street, Route 63 is a three-lane section, incorporating a continuous left-turn lane. A five-lane section currently runs from Fourteenth Street to Route CC. Outside Rolla, Route 63 was designed as a four-lane facility from the Maries County line to approximately one mile north of Rolla and constructed, in 1983, partially as a four-lane roadway and partially as a two-lane roadway within a four-lane right-of-way. Six alternatives, including a No-Build Alternative and a Transportation System Management Alternative, are considered in this final EIS. The preferred Route 63 improvements (the West Hybrid Alternative) would extend from a point 0.5 mile north of I-44 to a newly proposed interchange with I-44, thence along a reconstructed section of I-44 for a distance of four miles to a second newly proposed interchange on I-44. Route 63 would then leave the I-44 alignment and continue on new alignment to a point on existing Route 63 near Brays Lake, a distance of two miles south of the Rolla city limits. On this new alignment, Route 63 would be constructed as a two-lane roadway within a right-of-way sufficient for construction of a four-lane facility. The project would also include an extension of Route 72 and improvements to existing Route 63 through Rolla. The benefit-cost ratio of the project is estimated at 1.22. POSITIVE IMPACTS: The project would relieve existing and anticipated traffic congestion and improve safety within the corridor. Total vehicle miles traveled during the movement of goods and persons within the region would decline. Emergency vehicle response times would also decline. Highway improvements would provide regional continuity based on currently planned Route 63, I-44, and Route 72 improvements along adjacent roadway segments. NEGATIVE IMPACTS: Right-of-way acquisition would result in the displacement of 41 conventional residences, five mobile homes, 28 multi-family units, and 23 businesses. Eleven businesses would be impacted due to loss of parking facilities. Five public use facilities would be displaced. Highway development would also affect 6,070 feet of stream, 1.5 acres of ponds and lakes, 0.15 acre of jurisdictional wetland, 32.68 acres of floodplain, 5.2 acres of riparian forest, 190 acres of upland forest, and 41.5 acres of prime farmland. One previously recorded archaeological site and 16 historic sites would be impacted, and 16 sites that have some potential for containing hazardous waste would be traversed. 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 98-0259D, Volume 22, Number 3. JF - EPA number: 020115, 432 pages and maps, March 21, 2002 PY - 2002 KW - Roads and Railroads KW - Agency number: FHWA-MO-EIS-98-03-F KW - Archaeological Sites KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Parking KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Wetlands KW - Missouri KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36410869?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-03-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ROUTE+63+CORRIDOR%2C+PHELPS+COUNTY%2C+MISSOURI.&rft.title=ROUTE+63+CORRIDOR%2C+PHELPS+COUNTY%2C+MISSOURI.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: March 21, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PRIMARY CORRIDOR TRANSPORTATION PROJECT, CITY AND COUNTY OF HONOLULU, HAWAII (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF AUGUST 2000). AN - 36412157; 9222 AB - PURPOSE: The implementation of transportation improvements within the primary transportation corridor of Oahu, Hawaii is proposed. The primary transportation corridor extends from Kapolei in the Ewa District to the University of Hawaii-Manoa and Waikiki in the primary urban center. Three alternatives, including a No-Build (Alternative 1), were considered in the draft EIS of August 2000 and are reconsidered, along with a revision of Alternative 3, in this draft supplemental EIS. Alernative 1 would include those projects expected to be implemented in the next three years, as well as expansion of bus service in developing areas to maintain existing levels of service. Alternative 2, which is the transportation system management (TSM) alternative, would feature the reconfigruation of the present bus route network to a hub-and-spoke system as well as some highway elements. Alternative 3 would build on the hub-and-spoke bus system proposed under Alternative 2, adding regional and in-town bus rapid transit (BRT) systems. Under Alternative 3, the regional BRT system would include a continuous H-1 BRT corridor from Kapolei to the downtown area with special ramps to transit centers, while the in-town BRT system would provide a high-capacity transit spine from Middle Street to the downtown area, a university branch from the downtown area to the University of Haiwaii-Manoa, and a Kakaako/Waikiki branch that would extend from downtown to Waikiki via Kakaako. Two options for the technology of the in-town BRT system are being studied. Both involve the use of low-floor, articulated electric buses. One is the "touchable embedded plate" technology, in which traction power would be provided to the vehicles through a power strip embedded in the roadway. Under either action alternative, noise barriers would be provided along sections of the Hawaii 1 Freeway in Waipahu. The other is a hybrid diesel/electric technology. This draft supplement to the draft EIS documents a revision of the regional BRT alternative. The revision would involve alterations in the ramp configuration; addition of a new BRT branch running from Iwilei Transit Center through downtown Honolulu, the Aloha Tower Marketplace, and Kakaako Makai en route to Waikiki; rerouting a short section of the University of Hawaii-Manoa BRT alignment from Ward Avenue to Pensacola Street; rerouting of a portion of the former Kakaako/Waikiki Branch; addition to two new stops to the Kakaako Mauka Branch; and relocation of two other stops. Estimated costs of implementation of alternatives 1, 2, 3, and revised Alternative 3 are $316.9 million, $518.7 million, $1.06 billion, and S1.062 billion, respectively. Annual operating and maintenance costs of alternatives 1, 2, and 3 are estimated at $125.1 million, $317.4 million, and $163.7 million, respectively. POSITIVE IMPACTS: Either action alternative would increase the carrying capacity of the transportation system in the primary transportation corridor by providing alternatives to the private automobile. The action alternatives would also support desired development patterns, improve transportation linkage between Kapolei and Honolulu's urban core and between communities in the primary urban center. Alternative 3 as revised would best meet these objectives. Alternatives 2, 3, and 3 revised, respectively, would create substantial new employment opportunities. The build alternatives would improve regional air quality significantly. NEGATIVE IMPACTS: Some businesses could be displaced to develop new transit centers and expanded maintenance facilities under Alternative 2, 3, or 3 revised. Under Alternative 3 or 3 revised, the design of transit stops at some locations would adversely affect the historical environments of these areas. The extensive bus network under Alternative 2 would adversely affect bicycle travel due to the inclusion of semi-exclusive lanes in the downtown area. LEGAL MANDATES: General Bridge Act of 1946 (33 U.S.C. 535), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 00-0437D, Volume 24, Number 4. JF - EPA number: 020107, 386 pages and maps, March 15, 2002 PY - 2002 KW - Roads and Railroads KW - Air Quality KW - Central Business Districts KW - Cost Assessments KW - Employment KW - Highways KW - Historic Sites KW - Land Use KW - Noise KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Transportation KW - Visual Resources KW - Water Resources KW - Hawaii KW - General Bridge Act of 1946, Coast Guard Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36412157?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-03-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PRIMARY+CORRIDOR+TRANSPORTATION+PROJECT%2C+CITY+AND+COUNTY+OF+HONOLULU%2C+HAWAII+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+AUGUST+2000%29.&rft.title=PRIMARY+CORRIDOR+TRANSPORTATION+PROJECT%2C+CITY+AND+COUNTY+OF+HONOLULU%2C+HAWAII+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+AUGUST+2000%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: March 15, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CHICKAMAUGA LOCK, CHATTANOOGA, HAMILTON COUNTY, TENNESSEE (FINAL SUPPLEMENTAL ENVIRONMENTAL IMPACT STATEMENT TO THE FIANL ENVIRONMENTAL IMPACT STATEMENT OF MARCH 1996) AN - 36398315; 9224 AB - PURPOSE: The remediation of structural problems at the Chickamauga Lock and Dam at mile 471 of the Tennessee River in Hamilton County, Tennessee is proposed. The facility, which lies approximately 13 miles upstream of the Port of Chattanooga, is one of the 10 multipurpose lock-and-dam projects comprising the Tennessee River navigation system maintained by the Tennessee Valley Authority (TVA). The lock is a single chamber facility measuring 60 feet by 360 feet. In 1999, approximately 2.3 million tons of commodities moved on the Upper Tennessee River navigation system, accounting for 6.5 percent of the entire Tennessee River system traffic. The lock and dam is plagued with "concrete growth" resulting from an alkali-aggregate reaction. This reaction creates a gel that absorbs moisture, swells, and expands the concrete. When the concrete is restrained, the growth increases internal stresses, which causes cracking and movement of the concrete monoliths. This movement causes equipment misalignment as well as structural instability. The growth is continuing, resulting in a significantly increased need for non-standard major maintenance. If current conditions prevail, the economic viability of the facility could end as early as in 2010. Moreover, the capacity of the lock does not meet the needs of modern barges of increasing size. Four alternatives, including a No Action Alternative (Alternative 2), which would involve closure of the existing lock, are considered in this final supplement to the March 1996 final EIS on the lock and dam issued by the TVA. The plan recommended by the TVA would involve construction of a 100-foot by 600-foot lock. The plan recommended by the Army Corps of Engineers (COE) in this final supplemental EIS would involve construction of a 75-foot by 400-foot lock. After completion of the new lock, the existing lock would be plugged and closed. Construction of the new lock would have to be initiated five years prior to the permanent closure of the existing lock if navigation is to be maintained on the upper Tennessee River. Cost of the project as proposed by the COE is estimated at $239.4 million. POSITIVE IMPACTS: The new lock would increase the capacity of the existing lock, improve its reliability and safety, and reduce maintenance and repair costs associated with lock operations. Recreational boaters as well as operators of barges would benefit. NEGATIVE IMPACTS: Construction of the new lock would result in some loss of aquatic habitat and resident populations of freshwater mussels, including populations of two federal protected species, the pink mucket and the orange-foot pimpleback. The existing lock, which is listed on the National Register of Historic Places, would be modified. The new lock, like the existing lock, would hamper upstream migration of fish populations, though the new lock would do so to a lesser extent. 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.), Supplemental Appropriations Act of 2001, Tennessee Valley Authority Act of 1933 (16 U.S.C. 831 et seq.) Water Resources Act of 2000 PRIOR REFERENCES: For the abstract of the draft supplemental EIS see 02-0217DS Volume 26, Number 2 the abstracts of the draft and final EISs issued by the TVA, see 95-0279D, Volume 19, Number 3 and 96-0198F, Volume 20, Number 2. JF - EPA number: 020109, 321 pages and maps, March 15, 2002 PY - 2002 KW - Water KW - Air Quality KW - Barges KW - Biologic Assessments KW - Dams KW - Dredging KW - Endangered Species (Animals) KW - Fish KW - Navigation KW - Recreation KW - Safety KW - Section 404(b) Statements KW - Transportation KW - Waterways KW - Wildlife KW - Wildlife Surveys KW - Tennessee KW - Tennessee River KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Supplemental Appropriations Act of 2001, Funding KW - Tennessee Valley Authority Act of 1933, Compliance KW - Water Resources Act of 2000, Project Authorization UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36398315?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-03-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CHICKAMAUGA+LOCK%2C+CHATTANOOGA%2C+HAMILTON+COUNTY%2C+TENNESSEE+%28FINAL+SUPPLEMENTAL+ENVIRONMENTAL+IMPACT+STATEMENT+TO+THE+FIANL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+MARCH+1996%29&rft.title=CHICKAMAUGA+LOCK%2C+CHATTANOOGA%2C+HAMILTON+COUNTY%2C+TENNESSEE+%28FINAL+SUPPLEMENTAL+ENVIRONMENTAL+IMPACT+STATEMENT+TO+THE+FIANL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+MARCH+1996%29&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Cincinnati, Ohio; ARMY N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: March 15, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-94 JACKSON FREEWAY MODERNIZATION PROJECT, M-60 TO SARGENT ROAD, JACKSON COUNTY, MICHIGAN. AN - 36410693; 9215 AB - PURPOSE: The improvement of a nine-mile segment of Interstate 94 (I-94) through the Jackson urban area of Jackson County, Michigan is proposed. Four alternatives, including a No Action Alternative, are considered in detail in this EIS. Alternative I would provide road improvements align the existing alignment throughout the entire project areas, including construction of three continuous travel lanes in each direction, with a fourth auxiliary lane within some sections. The BL interchange would be relocated and combined with the Sargent Road Interchange. All bridges in the project corridor would be replaced. Modifications to local roads in the area would include modifications of elevation (profile), shifting centerline alignments, and addition of travel lanes. The major difference distinguishing Alternative II from Alternative I would involve interchange configuration designs. The major differences distinguishing Alternative III from Alternative I would involve the locations of the auxiliary lanes and interchange configurations. Costs of Alternatives I, II, and III are estimated at $345 million, $465 million, and $440 million, respectively; all cost figures are in 2001 dollars. POSITIVE IMPACTS: The project would improve and modernize deteriorating road segments and bridges, enhance travel efficiency and roadway capacity, and improve motorist safety by upgrading roadway geometrics. Minor economic benefits would result from better access and minor improvements in pedestrian and bicycle circulation would be realized. Response times for emergency vehicles using I-94 would decrease. NEGATIVE IMPACTS: Depending on the alternative selected, the rights-of-way requirements, ranging from 61 to 122 acres, would result in the displacement of 2.9 acres of prime farmland, 10 to 15 acres of active farmland, four to 18 residences, seven to 11 businesses, and parking spaces at three to five properties. The project would also affect 3.6 to 3.8 acres of floodplain, 31.5 to 36.5 acres of wetlands, up to 1.5 acres of Indiana bat habitat, and one historic site. Traffic-generated noise would exceed federal standards in the vicinity of 223 to 229 sensitive receptors. It is as yet inconclusive as to whether impacts would disproportionally affect minority and/or low-income populations. Construction workers would encounter five or six hazardous materials sites. LEGAL MANDATES: Department of Transportation Act of 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: 020100, 291 pages and maps, March 11, 2002 PY - 2002 KW - Roads and Railroads KW - Agency number: FHWA-MI-EIS-02-01-D KW - Bridges KW - Endangered Species (Animals) KW - Farmlands KW - Floodplains KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Parking KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Wetlands KW - Michigan KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36410693?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-03-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-94+JACKSON+FREEWAY+MODERNIZATION+PROJECT%2C+M-60+TO+SARGENT+ROAD%2C+JACKSON+COUNTY%2C+MICHIGAN.&rft.title=I-94+JACKSON+FREEWAY+MODERNIZATION+PROJECT%2C+M-60+TO+SARGENT+ROAD%2C+JACKSON+COUNTY%2C+MICHIGAN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Lansing, Michigan; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: March 11, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PROPOSED RIGHT-OF-WAY PRESERVATION OF M-59 FROM I-69 TO US-23, LIVINGSTON COUNTY, MICHIGAN. AN - 36412354; 9212 AB - PURPOSE: The preservation of a 300-foot-wide right-of-way corridor along a 12.8-mile-long section of M-59 from Interstate 96 (I-96) to US 23 in Livingston County, Michigan, is proposed. The project would accommodate any future road improvements including the construction of four lanes, five lanes, or a boulevard. M-59 is a 60-mile-long east-west corridor located in Livingston, Macomb, and Oakland counties. Improvements planned on M-59 in Macomb County resulted in high rights-of-way costs because of the high levels of development that occurred between the planning and construction stages. Corridor preservation within Livingston County could prevent that type of cost escalation. Road improvements are considered likely because M-59 serves the area north of Detroit, one of the fastest growing areas in the state, and provides access to five major freeways. Within the project area, M-59 is a two-lane rural arterial roadway that traverses land that is primarily rural and agricultural but is beginning to undergo commercial and residential development. Five alternatives, including a No Action Alternative, are considered in this final EIS. The preferred alternative would preserve the right-of-way adjacent to the existing roadway, either to the north or the south, depending on which side would have less adverse impacts on wetlands and private property. This final EIS is a Tier One planning document; specific construction impacts would be analyzed in a Tier Two document if and when a construction proposal were developed. POSITIVE IMPACTS: In addition to reducing costs and expediting the implementation of roadway improvements, corridor preservation would enable transportation agencies to conduct their location studies early, when genuine alternatives are still available, to select the least environmentally-damaging options, and to implement mitigation measures promptly. NEGATIVE IMPACTS: Rights-of-way requirements under the preferred alternative could displace 33 commercial establishments, 61 residences, and 63 acres of wetlands. A number of historic structures could be adversely affected. 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 96-0172D, Volume 20, Number 2. JF - EPA number: 020097, Final EIS--109 pages and maps, Draft EIS--125 pages and maps, March 8, 2002 PY - 2002 KW - Roads and Railroads KW - Agency number: FHWA-MI-EIS-96-01-F KW - Air Quality KW - Archaeological Sites KW - Cultural Resources KW - Hazardous Wastes KW - Highways KW - Historic Sites KW - Noise KW - Relocation Plans KW - Safety KW - Section 4(f) Statements KW - Visual Resources KW - Water Quality KW - Wetlands KW - Wildlife 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/36412354?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-03-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PROPOSED+RIGHT-OF-WAY+PRESERVATION+OF+M-59+FROM+I-69+TO+US-23%2C+LIVINGSTON+COUNTY%2C+MICHIGAN.&rft.title=PROPOSED+RIGHT-OF-WAY+PRESERVATION+OF+M-59+FROM+I-69+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: March 8, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EXPANSION OF RUNWAY 9R-27L, FORT LAUDERDALE-HOLLYWOOD INTERNATIONAL AIRPORT, BROWARD COUNTY, FLORIDA (DRAFT SUPPLEMENT TO THE FEBRUARY 2001 DRAFT ENVIRONMENTAL IMPACT STATEMENT). AN - 36397360; 9207 AB - PURPOSE: Extension of a Runway (9R/27L) at the Fort Lauderdale-Hollywood International Airport, Broward County, Florida is proposed. The airport has one primary air carrier runway (9L/27R), which is 9,001 feet in length. A capacity study of the airport indicated that closure of the existing runway for maintenance or due to an accident will severely restrict use of the airport by all operators. The airport's two cross-wind runways, on of which is 9R /27L, are inadequate for scheduled flight departures by some commercial aircraft currently operating at the facility. The availability of a second primary runway is becoming increasingly important to both the commercial air passenger carriers and to overnight delivery air cargo carriers. Moreover, the airport needs to increase its overall airfield capacity to reduce delays. Four alternatives, including a No Action Alternative, were considered in detail in the draft EIS of February 2001. The proposed project would involve extension of Runway 9R/27L from a length of 5,276 feet to a length of 8,920 feet and widening the runway by 50 feet to a width of 150 feet; elevation of the runway to a minimum of 37.5 feet above mean sea level and construction of a bridge to provide at least 23 feet of clearance over the Florida East Coast Railroad and 15 feet of clearance over U.S. Highway 1; construction of a new 75-foot-wide parallel taxiway on the north side of the runway; construction of a bypass taxiway at the east end of the runway; installation of an instrument landing system for both primary runways; installation of precise runway monitor equipment; relocation of the Florida Power and Light electrical power lines underground within the existing rights-of-way; and construction of an extension of Northeast 10th Street. Operational restrictions to reduce noise levels associated with airport operations would be implemented. This draft supplement to the draft EIS provides revised forecasts of aviation activity and new information that alters the analysis of some of the environmental impacts presented in the draft EIS. The project would require four years to complete. Cost of the project is estimated at $528.6 million. POSITIVE IMPACTS: Delays due to air traffic volume, accidents, maintenance, or inclement weather would be reduced significantly. The proportion of minority residents negatively affected by the airport would decline from 36 percent to 31 percent in the long-term. Emissions of volitalized organic compounds, nitrous oxides, and carbon monoxide related to airport operations would decline somewhat in both the short- and long-term. Aircraft fuel consumption due to delays would decline significantly. NEGATIVE IMPACTS: The area of incompatible residential land uses in the vicinity of the airport would increase from 143 acres to 154 acres in the long-term. Approximately 3.36 acres of surface water and 21 acres of wetlands would be subject to filling, and 71 acres of impervious surface would be added to the airport site, increasing runoff levels. The project would encroach onto 50 acres of floodplain land. LEGAL MANDATES: Airport and Airway Improvements Act of 1982, as amended (49 U.S.C. 47101 et seq.) and Federal Aviation Act of 1958 (49 U.S.C. 40101 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 01-0105D, Volume 25, Number 2. JF - EPA number: 020092, 549 pages and maps, March 6, 2002 PY - 2002 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Air Quality Assessments KW - Bridges KW - Cost Assessments KW - Floodplains KW - Minorities KW - Nitrogen Oxides KW - Noise Assessments KW - Noise Standards Violations KW - Roads KW - Section 4(f) Statements KW - Transmission Lines KW - Volatile Organic Compounds KW - Weather KW - Wetlands KW - Florida KW - Airport and Airway Improvements Act of 1982, Compliance KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36397360?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-03-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EXPANSION+OF+RUNWAY+9R-27L%2C+FORT+LAUDERDALE-HOLLYWOOD+INTERNATIONAL+AIRPORT%2C+BROWARD+COUNTY%2C+FLORIDA+%28DRAFT+SUPPLEMENT+TO+THE+FEBRUARY+2001+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=EXPANSION+OF+RUNWAY+9R-27L%2C+FORT+LAUDERDALE-HOLLYWOOD+INTERNATIONAL+AIRPORT%2C+BROWARD+COUNTY%2C+FLORIDA+%28DRAFT+SUPPLEMENT+TO+THE+FEBRUARY+2001+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Orlando, Florida; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: March 6, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - APPALACHIAN CORRIDOR I-66 FROM US 23 IN PIKE COUNTY, KENTUCKY TO THE KING COAL HIGHWAY IN MINGO COUNTY, WEST VIRGINIA. AN - 36410457; 9204 AB - PURPOSE: The construction of 33 miles of four-lane, divided, controlled-access, highway within the Interstate 66 (I-66) corridor from US 23/119 south of Pikeville, Kentucky to King Coal Highway southeast of Matewan, West Virginia is proposed. The project study area encompasses a southwest to northeast band running across central Pike County, continuing across the Kentucky/West Virginia state line at Tug Fork River, and finally extending five miles into southwestern Mingo County. In addition to a No-Build Alternative, two northerly and two southerly alignment alternatives and four alignments for connectors linking the northern and southern alternates are considered in this draft EIS. The highway would have a design speed of 70 miles per hour (mph) within Kentucky and 6 mph within West Virginia, limit the minimum curve radius to 1,910 feet in Kentucky and 1,295 feet in West Virginia, limit the maximum grade to five percent in Kentucky and six percent in West Virginia, ensure a minimum stopping sight distance of 615 feet in Kentucky and 750 feet in West Virginia, feature a 60-foot-wide depressed median in Kentucky and a maximum 40-foot-wide median in West Virginia, and provide for 12-foot-wide shoulders. Access would be provided via four interchanges, though two at-grade intersections per mile would be allowed in West Virginia. Coal uncovered during construction would be removed and sold. POSITIVE IMPACTS: The proposed extension of I-66 would not only facilitate through traffic between the study corridor termini, but would also serve several communities in Pike and Mingo counties that have historically been poorly isolated from major transportation routes. The new facility would enhance access to jobs, markets, and services, reduce regional accident potentials, and reduce travel times at all levels of travel. NEGATIVE IMPACTS: Rights-of-way requirements would displace 2,000 to 2,260 acres for the mainline segments and 167 to 172 acres for the connector segments. Most of the displaced land would be forest, though some farmland would be lost as well. The project would also displace 84 to 190 residences and one to 11 businesses and could displace one or two cemeteries and one church. From three to 11 wetland areas, involving 0.65 to 5.92 acres, could be affected, and the project would traverse floodplain land. Hazardous waste sites could be encountered during construction. Construction activities could fracture underlying sandstone, resulting in degradation of groundwater quality and water quality in associated wells. Excavation could result in acid drainage. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency 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: 020089, 278 pages and maps, March 4, 2002 PY - 2002 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-01-01-D KW - Acids KW - Air Quality KW - Cemeteries KW - Coal KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Mining KW - Noise KW - Relocations-Property Acquisitions KW - Safety KW - Water Quality KW - Wetlands KW - Kentucky KW - West Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, 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/36410457?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-03-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&rft.title=APPALACHIAN+CORRIDOR+I-66+FROM+US+23+IN+PIKE+COUNTY%2C+KENTUCKY+TO+THE+KING+COAL+HIGHWAY+IN+MINGO+COUNTY%2C+WEST+VIRGINIA.&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: March 4, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BOULDER CITY/US 93 CORRIDOR STUDY, CLARK COUNTY, NEVADA. AN - 36408699; 9208 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 Boulder 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 draft 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 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 to $345 million 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 stormwater 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 1970 (42 U.S.C. 4601). JF - EPA number: 020093, 569 pages and maps, March 4, 2002 PY - 2002 KW - Roads and Railroads KW - Agency number: FHWA-NV-EIS-00-02-D KW - Archaeological Sites KW - Desert Land KW - Floodplains KW - Highways KW - Highway Structures KW - Historic Sites KW - Land Use KW - Recreation Facilities KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Trails KW - Visual Resources KW - Water Quality KW - Water Resources 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, Archaeologic 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/36408699?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-03-04&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 - Draft. Preparation date: March 4, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - RUNWAY 5-23 SAFETY AREA CONSTRUCTION AT GROTON-NEW LONDON AIRPORT, TOWN OF GROTON, CONNECTICUT. AN - 36398359; 9202 AB - PURPOSE: The improvement of the Runway 5-23 runway safety area at Groton-New London Airport in the town of Groton, Connecticut is proposed to allow the facility to meet federal design standards. The airport, which is owned and operated by the Connecticut Department of Transportation, is a commercial service facility. Runway 5-23, the airport's primary runway, is 5,000 feet long and 150 feet wide, running in a northeast-southeast direction. Currently, the safety area associated with the runway does not meet federal standards. The safety area consists of the ground area that surrounds a runway, an area that must be suitable to support aircraft and emergency vehicles in the event of an aircraft accident or incident. The length and width of Runway 5-23 would not change. Key issues identified during scoping include those related to coastal zone resources, floodplain encroachment, wetland losses, water quality, and habitat for endangered and threatened species. Three alternatives, including a No-Build Alternative, are considered in this draft EIS. The Full-Build Alternative would involve construction of a full safety area, while the Modified-Build Alternative would involve lesser improvements, including the potential construction of an aircraft arresting system. The Full-Build Alternative would involve expansion of the safety area at each end of the runway to 1,000 feet by 500 feet. In lieu of developing a full safety area, the Modified-Build Alternative could include the construction of an engineered materials arresting system (EMAS) to arrest aircraft movements during overruns. An EMAS is a paved area beyond the runway with a soft concrete bed that is crushed under the weight of the aircraft, hence, retards the movement of the craft. The Modified-Build Alternative has been selected as the preferred alternative. POSITIVE IMPACTS: Improvement of the safety area would allow the airport to meet federal standards and enhance the safety of passengers using the facility. NEGATIVE IMPACTS: The Full-Build Alternative would require filling approximately 5.1 acres behind a revetment wall constructed in the Poquonnock River, reducing the overall width of the river by two-thirds and potentially altering tidal flows, increasing erosion and scour, and exacerbating upstream flooding during major storm events. This alternative would also impact 4.7 acres of tidal wetlands, 8.9 acres of open water, 9.7 acres of upland habitat, and habitat for 10 state-listed protected bird species and two federally protected species of sea turtles. The Modified-Build Alternative would require filling of 0.01 acre of a small creek and 1.2 acres of tidal wetlands in the vicinity of Baker Cove, disturb 9.7 acres of upland habitat, and affect habitat for 10 state-listed protected bird species. Either alternative would involve grading and other earthwork activities below the elevation of the 100-year floodplain and would increase the extent of impervious surface and, hence, increase runoff. JF - EPA number: 020087, 258 pages and maps, March 4, 2002 PY - 2002 KW - Roads and Railroads KW - Airports KW - Air Quality KW - Birds KW - Coastal Zones KW - Cultural Resources KW - Endangered Species (Animals) KW - Floodplains KW - Land use KW - Rivers KW - Safety KW - Socioeconomic Assessments KW - Water Quality KW - Wildlife Habitat KW - Wetlands KW - Connecticut KW - Airport and Airway Improvements Act of 1982, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36398359?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-03-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=RUNWAY+5-23+SAFETY+AREA+CONSTRUCTION+AT+GROTON-NEW+LONDON+AIRPORT%2C+TOWN+OF+GROTON%2C+CONNECTICUT.&rft.title=RUNWAY+5-23+SAFETY+AREA+CONSTRUCTION+AT+GROTON-NEW+LONDON+AIRPORT%2C+TOWN+OF+GROTON%2C+CONNECTICUT.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Wethersfield, Connecticut; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: March 4, 2002 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - Instrumentation for improved design of highway pavements AN - 50306427; 2003-036377 JF - Geotechnical News AU - Roberson, Ruth AU - Siekmeier, John Y1 - 2002/03// PY - 2002 DA - March 2002 SP - 34 EP - 35 PB - BiTech Publishers, Vancouver, BC VL - 20 IS - 1 SN - 0823-650X, 0823-650X KW - United States KW - Minnesota KW - roads KW - instruments KW - design KW - construction materials KW - TDR data KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50306427?accountid=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=Geotechnical+News&rft.atitle=Instrumentation+for+improved+design+of+highway+pavements&rft.au=Roberson%2C+Ruth%3BSiekmeier%2C+John&rft.aulast=Roberson&rft.aufirst=Ruth&rft.date=2002-03-01&rft.volume=20&rft.issue=1&rft.spage=34&rft.isbn=&rft.btitle=&rft.title=Geotechnical+News&rft.issn=0823650X&rft_id=info:doi/ LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2003-01-01 N1 - PubXState - BC N1 - Document feature - 1 table N1 - Last updated - 2012-06-07 N1 - SubjectsTermNotLitGenreText - construction materials; design; instruments; Minnesota; roads; TDR data; United States ER - TY - RPRT T1 - DISPOSAL AND REUSE OF MARINE CORPS AIR STATION EL TORO, CITY OF IRVINE, COUNTY OF ORANGE, CALIFORNIA. AN - 36407987; 9201 AB - PURPOSE: The disposal and reuse of Marine Corps Air Station (MCAS) El Toro in the city of Irvine, Orange County, California is proposed. MCAS El Toro, which encompasses 4,738 acres northeast of the convergence of Interstate 5 (I-5) and I-405, closed on July 2, 1999, pursuant to the Defense Base Closure and Realignment Act of 1990 as implemented by the base closure process of 1993. Orange County has been designated the Local Redevelopment Authority. Key issues identified during scoping include those related to land use, socioeconomics, recreation, aesthetics, public services and utilities, historic and archaeologic resources, biological resources, topography, soils, geology, hydrology and water quality, hazardous wastes and materials, public health and safety, traffic and transportation, air quality, and noise. This EIS considers disposal of the property and five reuse alternatives as well as a No Action Alternative under which the base would be retained by the federal government under caretaker status. The preferred alternative would involve development of a commercial airport on 2,015 acres and nonaviation development on 1,748 acres. The airport would accommodate 38 million passengers annually. The alternative assumes that the John Wayne Airport would operate at its approved annual operational allowance of 8.4 million passengers and would be closed to commercial aviation in the year 2020. The new airport to be developed at MCAS El Toro, which would provide air passenger and cargo services, would consist of the existing airfield, a passenger terminal complex, aviation-related uses (airline maintenance areas, overnight aircraft parking, remote boarding for commuter aircraft, etc.), airport support facilities, cargo facilities, and automobile parking. Four of the existing five runways would be used for civilian aviation. Tow of the runways would be relocated to provide adequate separation according to Federal Aviation Administration standards. It is estimated that aircraft operations in the year 2020 would total 447,000, including 376,000 passenger operations, 43,000 cargo operations, 24,000 general aviation operations, and 4,000 military operations. Proposed nonaviation uses in the lands surrounding the airport would include community services, open space, public services, utilities, infrastructure, institutional uses, agricultural and residential development, research and development and light industrial uses, education, a transportation center, recreational facilities, a maintenance yard, commercial and office space, and a conference center. POSITIVE IMPACTS: In addition to providing a multiuse international airport facility, the reuse plan would accommodate compatible land uses that would provide employment and otherwise enhance the local and regional economy. NEGATIVE IMPACTS: Public service and utilities capacities within the area would be exceeded due to the influx of workers and visitors, and traffic congestion on regional highways would increase significantly. Projected local concentrations of nitrogen dioxide and particulate matter would violate federal standards. Construction equipment emissions and emissions from demolished building materials could also exceed government standards. Planned residential developments would lie within areas affected by aircraft noise in excess of federal standards for residential uses, and motor vehicle traffic generated by site uses would raise ambient noise levels somewhat. Filling requirements would displace 1.5 acres of open water. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Base Closure and Realignment Act of 1990 (10 U.S.C. 2687), and Base Closure Community Redevelopment and Homeless Assistance Act of 1994 (P.L. 103-421). PRIOR REFERENCES: For the abstract of the draft EIS, see 00-0157D, Volume 24, Number 2. JF - EPA number: 020086, Volume 1--688 pages and maps, Volume 2a--344, Volume 2b--362 pages, Volume 3--726 pages and maps, March 1, 2002 PY - 2002 KW - Defense Programs KW - Aircraft Noise KW - Airports KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Commercial Zones KW - Demolition KW - Employment KW - Housing KW - Industrial Parks KW - Military Facilities (Marine Corps) KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Facilities KW - Socioeconomic Assessments KW - Traffic Analyses KW - Wetlands KW - California KW - Marine Corps Air Station El Toro KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Base Closure and Realignment Act of 1990, Compliance KW - Base Closure Community Redevelopment and Homeless Assistance Act of 1994, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36407987?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-03-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DISPOSAL+AND+REUSE+OF+MARINE+CORPS+AIR+STATION+EL+TORO%2C+CITY+OF+IRVINE%2C+COUNTY+OF+ORANGE%2C+CALIFORNIA.&rft.title=DISPOSAL+AND+REUSE+OF+MARINE+CORPS+AIR+STATION+EL+TORO%2C+CITY+OF+IRVINE%2C+COUNTY+OF+ORANGE%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Navy, BRAC Program Office, San Diego, California; NAVY N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: March 1, 2002 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - Fracture toughness requirements for highway bridges: past and future trends AN - 18499937; 5466323 AB - Fracture toughness requirements were implemented for bridge steels during the early 1970s. The philosophy behind these requirements was to provide sufficient material toughness to prevent lower-shelf, brittle fracture at service temperatures and load rates experienced by bridges. These requirements do not alone prevent fracture, and designers must also consider proper fatigue design, fabrication quality control, and routine in-service inspection to insure structural safety. This fracture control plan has been effective in preventing brittle fracture in most cases, but when any aspect of the plan is not performed correctly, fracture failure still can occur in bridges. There have been significant advances in steel making practice since the 1970s, and new grades of high performance steel (HPS) are available with vastly superior toughness compared to conventional steels. Work is underway at the Federal Highway Administration to characterize the fracture performance of these new steels using test methods that quantify ductile fracture resistance. The goal is to develop an improved fracture control plan that essentially eliminates brittle fracture as a limit state for bridges. Ultimately, this level of performance will enable designers to consider less structurally redundant design concepts, resulting in more economical structures. JF - Progress in Structural Engineering and Materials AU - Wright, W J AD - Federal Highway Administration, Turner-Fairbank Highway Research Center, 6300 Georgetown Pike HNR-10, McLean, VA22101-2296 USA, bill.wright@fhwa.dot.gov Y1 - 2002/03// PY - 2002 DA - Mar 2002 SP - 96 EP - 104 VL - 4 IS - 1 SN - 1365-0556, 1365-0556 KW - fracture toughness KW - safety engineering KW - Health & Safety Science Abstracts KW - H 15000:Civil/Structural Engineering UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/18499937?accountid=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=Progress+in+Structural+Engineering+and+Materials&rft.atitle=Fracture+toughness+requirements+for+highway+bridges%3A+past+and+future+trends&rft.au=Wright%2C+W+J&rft.aulast=Wright&rft.aufirst=W&rft.date=2002-03-01&rft.volume=4&rft.issue=1&rft.spage=96&rft.isbn=&rft.btitle=&rft.title=Progress+in+Structural+Engineering+and+Materials&rft.issn=13650556&rft_id=info:doi/10.1002%2Fpse.99 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2006-11-01 N1 - Last updated - 2011-12-13 DO - http://dx.doi.org/10.1002/pse.99 ER - TY - RPRT T1 - ROUTE 84 REALIGNMENT PROJECT, STATE ROUTE 84 BETWEEN I-880 AND STATE ROUTE 238 IN THE CITIES OF FREMONT, HAYWARD, AND UNION CITY, ALAMEDA COUNTY, CALIFORNIA. AN - 36398267; 9197 AB - PURPOSE: The improvement of a segment of State Route (SR) 84 between Interstate 880 (I-880) (Nimitz Freeway) and Mission Boulevard in the East Bay portion of the San Francisco Bay Plain in California is proposed. SR 84 is an east-west roadway in the Bay Area that runs from SR 1 at San Gregorio on the Pacific coast to SR 4 in Contra Costa County. In the East Bay, SR 84 is a critical link in the highway network, facilitating transbay travel via the Dumbarton Bridge to the East Bay highway network of I-880 and Mission Boulevard. The project area is located roughly five miles east of the southeastern shoreline of San Francisco Bay. Transportation improvements are needed in order to respond to projected growth in traffic demand, which is expected to degrade the overall roadway network level of service to a rating of E or F by the year 2015. Six alternatives, including a No-Build Alternative, are considered in this final EIS. The Upgrade Alternative would widen Thornton Avenue to six lanes between Blacow Road and just west of Fremont Boulevard, and provide a four-lane facility eastward to Mission Boulevard along Peralta Boulevard and Mowry Avenue. The Historic Parkway Alternative, which is the preferred alternative, would consist of a four- and six-lane median-divided parkway between the existing I-880/Decoto Road interchange on the west and the intersection of Mission Boulevard /Appian Way on the east. This alternative would also involve building bridges across the Alameda County Flood Control Channel and at two locations along Old Alameda Creek. The Decoto Parkway /Widening Alternative would reconstruct Decoto Road into a six-lane, median-divided parkway between I-880 and Mission Boulevard. The Industrial Expressway Alternative would upgrade the existing Industrial Parkway West to a six-lane, limited- access, median-divided arterial between the I-880/Industrial Parkway interchange and Mission Boulevard. A transportation system management (TSM) alternative is also under consideration. POSITIVE IMPACTS: The project would relieve congestion on I-880 by creating an alternative travel route within southern Alameda County, improve access to and from the Dumbarton Bridge, improve regional access, improve traffic safety, and eliminate roadway deficiencies. NEGATIVE IMPACTS: Rights-of-way requirements would result in the loss of riparian habitat and the displacement of up to eight households and six nonresidential properties. Construction activities could disturb some species of concern (burrowing owl and bank swallows). Noise levels would exceed federal standards at 90 to 100 sensitive receptor sites. Each of the build alternatives would result in the displacement of some pedestrian and bicycle facilities, and increase noise levels in neighborhood parks. The facility would traverse sites affected by contaminated wastes. The project would introduce visual changes to the area due to removal of structures and addition of new structures and additional pavement. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Endangered Species Act of 1973, as amended (16 U.S.C. 1531 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 97-0052D, Volume 21, Number 1. JF - EPA number: 020082, Volume I--461 pages and maps, Volume II--287 pages, February 28, 2002 PY - 2002 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-96-03-F KW - Birds KW - Bridges KW - Endangered Species (Animals) KW - Hazardous Wastes KW - Highway Structures KW - Highways KW - Noise Standards Violations KW - Parks KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Trails KW - Transportation KW - Vegetation Surveys KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - California KW - Department of Transportation Act of 1966, Parks KW - Endangered Species Act of 1973, Animals KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36398267?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-02-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ROUTE+84+REALIGNMENT+PROJECT%2C+STATE+ROUTE+84+BETWEEN+I-880+AND+STATE+ROUTE+238+IN+THE+CITIES+OF+FREMONT%2C+HAYWARD%2C+AND+UNION+CITY%2C+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.title=ROUTE+84+REALIGNMENT+PROJECT%2C+STATE+ROUTE+84+BETWEEN+I-880+AND+STATE+ROUTE+238+IN+THE+CITIES+OF+FREMONT%2C+HAYWARD%2C+AND+UNION+CITY%2C+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sacramento, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: February 28, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - AROOSTOOK COUNTY TRANSPORTATION STUDY, AROOSTOOK COUNTY, MAINE. AN - 36422015; 9194 AB - PURPOSE: The implementation of highway improvements within northeastern Aroostook County, Maine is proposed to improve transportation within the area and connections between this area and other portions of the US and Canada. The county suffers from a long-term loss of population, a high unemployment rate, and a lack of access to surrounding provinces. The 100-mile-long study corridor, which is located in the northeastern corner of the state, extends from Interstate 95 (I-95) at Island Falls to I-95 at Houlton, and north to Fort Kent and Hamlin. Four corridor alternatives and a No Action Alternative are considered in this draft EIS. Corridor H modified would extend 99 miles on a new location from I-95 at Smyrna Mills to Madawaska. Corridor K modified would extend 95 miles on a new location from Houlton to Madawaska. Composite Corridor 1, which would extend 140 miles, would upgrade the existing facility from Houlton to Fort Kent and to Van Buren. Composite Corridor 2 would extend 142 miles on a new location from I-95 at Smyrna Mills to Presque Isle and upgrade corridors from Presque Isle to Fort Kent and to Van Buren. Depending on the corridor selected, the project would provide facilities on new locations and variously upgrade Route 1, Route 1A, Route 161, and/or local secondary roads. Each corridor involves the construction of bypasses to remove traffic from town centers. POSITIVE IMPACTS: The highway improvements would maintain and expand the county's economy as it affects population, employment, diversification of jobs, and income. The facility would enhance the marketability of the county's existing and potential economic access, improve access to jobs and services, improve connections to markets within and outside the county, and improve access to intermodal transport connections. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 2,902 to 3,406 acres of land, including farmland, forested land, and land on which commercial and residential structures are situated. Four archaeological sites and one historic site potentially eligible for inclusion in the National Register of Historic Places could be affected. Each of the corridors could require construction within a 100-year floodplain, and the project could displace up to 166 acres of wetlands. LEGAL MANDATES: Department of Transportation Act of 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). JF - EPA number: 020079, Volume 1--323 pages and maps, Volume 2--61 pages (oversize), Volume 3--107 pages, Transportation Existing Conditions--227 pages and maps, Existing Socioeconomic Conditions--126 pages, Environmental Existing Conditions--152 pages and maps, February 25, 2002 PY - 2002 KW - Roads and Railroads KW - Agency number: FHWA-ME-EIS-02-01-D KW - Archaeological Sites KW - Employment KW - Farmlands KW - Floodplains KW - Forests KW - Highways KW - Highway Structures KW - Historic Sites KW - Land Use KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Transportation KW - Transportation Surveys KW - Wetlands KW - Canada KW - Maine KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - 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/36422015?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-02-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=AROOSTOOK+COUNTY+TRANSPORTATION+STUDY%2C+AROOSTOOK+COUNTY%2C+MAINE.&rft.title=AROOSTOOK+COUNTY+TRANSPORTATION+STUDY%2C+AROOSTOOK+COUNTY%2C+MAINE.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Augusta, Maine; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: February 25, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US HIGHWAY 71, TEXARKANA TO DEQUEEN; LITTLE RIVER, MILLER, AND SEVIER COUNTIES, ARKANSAS, AND BOWIE COUNTY, TEXAS. AN - 36415972; 9189 AB - PURPOSE: The construction of a four-lane, divided highway extending north to south approximately 37 miles, connecting Texarkana in Arkansas and Texas and US 71 north of DeQueen, Arkansas, is proposed. The highway would replace existing US 71, a two-lane highway with basic design deficiencies. The project would be built to interstate standards and utilize sections of existing and proposed Loops 245 and 151 to reach Interstate 30 on the north side of Texarkana. The facility, which would be part of the National Highway System, would constitute one section of a freeway connecting Kansas City, Missouri, and Shreveport, Louisiana. For analysis purposes, the project area was divided into seven corridors and two to four build alternatives are considered within each corridor. The preferred alternative identified in this final EIS, along with two nonpreferred action alternatives and a No Action Alternative, would provide a connection to US 71 south of Texarkana via I-30 and Highway 245. The initial stages of the project would provide a connection to US 71 north of Texarkana. In this interim design, traffic would utilize US 71 south to I-30 and avoid downtown Texarkana by traveling east on I-30 to Highway 245 then south to US 71 south of Texarkana. The I-30/US 71 interchanged is scheduled for improvement to facilitate the additional traffic expected through the interchange. After completion of the Texarkana northern loop, the connection of Highway 245 would be completed to US 71 south of Texarkana. North of Wilton, a 22-mile alignment would join the selected northern loop alignment on the south side of the Little River floodplain. Estimated cost of the project is approximately $400 million. POSITIVE IMPACTS: Under the project,traffic congestion along the existing US 71 would be relieved; economic development in northwestern Arkansas would be enhanced; and regional transportation would be improved. NEGATIVE IMPACTS: Rights-of-way requirements would displace residences, businesses, farm operations, and 1,900 acres land, including of wetlands, of floodplain, and forested land and the associated wildlife habitat. The facility would traverse numerous perennial and intermittent streams, requiring channel relocations in some places, and would also traverse a long section of Red River floodplain. Noise levels would increase substantially in selected areas. The project would adversely affect historic sites and archaeological sites, and a cemetery. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency 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). PRIOR REFERENCES: For the abstract of the draft EIS, see 97-0137D, Volume 21, Number 2. For the abstract of the draft supplemental EIS, see 00-0208D, Volume 24, Number 2. JF - EPA number: 020074, Draft EIS--422 pages and maps, Appendices--397 pages and maps, February 21, 2002 PY - 2002 KW - Roads and Railroads KW - Agency number: FHWA-AR-EIS-97-01-F KW - Air Quality KW - Air Quality Assessments KW - Archaeological Sites KW - Cemeteries KW - Farmlands KW - Floodplains KW - Forests KW - Highway Structures KW - Highways KW - Historic Sites KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Transportation KW - Wetlands KW - Arkansas KW - Red River KW - Texas KW - Department of Transportation Act of 1966, Archaeological Sites KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency 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/36415972?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-02-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+HIGHWAY+71%2C+TEXARKANA+TO+DEQUEEN%3B+LITTLE+RIVER%2C+MILLER%2C+AND+SEVIER+COUNTIES%2C+ARKANSAS%2C+AND+BOWIE+COUNTY%2C+TEXAS.&rft.title=US+HIGHWAY+71%2C+TEXARKANA+TO+DEQUEEN%3B+LITTLE+RIVER%2C+MILLER%2C+AND+SEVIER+COUNTIES%2C+ARKANSAS%2C+AND+BOWIE+COUNTY%2C+TEXAS.&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: February 21, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTHEAST CORRIDOR LIGHT RAIL TRANSIT IN DALLAS COUNTY, TEXAS. AN - 36441180; 9184 AB - PURPOSE: The construction and operation of a light rail transit (LRT) project to improve transit service in the Southeast Corridor of the Dallas Area Rapid Transit (DART) service area of Dallas County, Texas are proposed. The study corridor includes the southeast quadrant of Dallas County and is generally bounded by Interstate 30 (I-30) on the north, I-635/I-20 on the east and south, and I-45 on the west. The primary means of commuter traver in the region is single-occupant vehicle. Some arterial streets in the area carry high volumes of traffic and experience recurring congestion. The area is experience significant growth in employment and residential development. The LRT proposal would consist of a 10.2-mile extension of LRT service connecting downtown Dallas with the communities of Deep Ellum, Baylor, South Dallas, Fair Park, Buckner Terrace, and Pleasant Grove. Most of the alignment would use preexisting rail rights-of-way. Connections to other elements of the DART system plan are also included in the project. The LRT would link key activity and employment centers in the corridor, including Dallas Love Field Airport, the Medical Center District (Parkland, Children's, Zale, Lipshy, St. Paul and University of Texas Southwestern Medical Center), Market Center, Victory american Airlines Center, the Dallas central business district, Baylor Health Care System, Deep Ellum, and Fair Park. Access to the LRT would be provided via stations at Deep Ellum, Baylor, Fair Park, MLK, Hatcher, Lawnview, Lake June, and Buckner. The system extension would be completed and opened for revenue service in staged line segments during the years 2007 and 2008. DART's dedicated local sales tax, as well as long-term bond financing, would fund the remainder of the Northwest Corridor LRT line from Farmers Branch to Frankford, also planned to be open for revenue service in 2008. Given the definition of the federal project and the similar revenue service dates for the Northwest and Southeast corridors, the ridership forecasts and operating plans in each project's EIS document assumes both corridors are in place for the build alternative. Capital cost of the Southeast Corridor LRT is estimated at $400 million. In addition to the LRT, this draft EIS considers a No-Build Alternative, which would involve implementation of planned highway and transit facilities in the study corridor, leaving transportation facilities in the corridor largely unchanged. POSITIVE IMPACTS: The LRT would provide a reliable travel service for transit patrons in the corridor and an alternative to single-occupant vehicle use. Additionally, the LRT would contribute to the improvement in the region's air quality and would provide dependable access to employment opportunities in the area. Benefits provided by the LRT would improve the quality of life in an area with relatively large minority and low-income populations. NEGATIVE IMPACTS: Acquisition of 19.2 to 20.9 acres of rights-of-way would result in displacement of 11 to 19 residences, 11 to 21 businesses, 39 to 41 parcels, and one cell tower. The project would affect 30 acres of woodland and 40 acres of maintained grassy areas and the associated low-value wildlife habitat. Eight streams of tributaries would be bridged, and a portion of the line would cross four 100-year floodplains. Operations of the LRT would increase nosie substantially in the vicinity of 246 residences, 18 of which would be affected in the extreme. Vibration due to operations could affect 65 residents and one church. LRT structures would alter the surrounding landscape, including that of the Fair Park Historic Landmark District, and parkland property at Fair Park would be taken ffor installation of portions of the LRT line and portions of a station. Construction activities could encounter as many as 33 hazardous materials sites. 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), 5309(e)(2)-(7), 5301(e), and 5324(b)(1)-(3)), National Historic Preservation Act of 1966, as amended (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: 020069, Draft EIS--525 pages, Preliminary Engineering Plan and Profile Drawings--201 pages, February 15, 2002 PY - 2002 KW - Roads and Railroads KW - Bridges KW - Employment KW - Floodplains KW - Forests KW - Hazardous Materials KW - Noise Standards Violations KW - Parks KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Wildlife Habitat KW - Texas KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Act, Funding KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36441180?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-02-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHEAST+CORRIDOR+LIGHT+RAIL+TRANSIT+IN+DALLAS+COUNTY%2C+TEXAS.&rft.title=SOUTHEAST+CORRIDOR+LIGHT+RAIL+TRANSIT+IN+DALLAS+COUNTY%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Fort Worth, Texas; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: February 15, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - LAS VEGAS RESORT CORRIDOR, LAS VEGAS, CLARK COUNTY, NEVADA. AN - 36434595; 9185 AB - PURPOSE: The construction and operation of a rapid transit system in the Las Vegas Resort Corridor of Las Vegas, Clark County, Nevada are proposed. The 36-square-mile corridor, which encompasses the geographic center of Las Vegas, is bound on the north by Washington Avenue, on the east by Maryland Parkway and Eastern Avenue, on the south by Windmill Lane, and on the west by Valley View Boulevard. The predominant land uses in the corridor are hotels and motels, resort and gaming properties, residential properties, office space, and retail development. The area is the nation's fastest growing metropolitan area. Road capacity in the corridor does not accommodate the demand expected by the year 2020, and additional roadway construction alone will not solve the problem. Three alternatives, including a No Action Alternative, are considered in this draft EIS. The proposed alternative would include 3.1 miles of fixed guideway rail, an expanded bus system, a transportation system management/transportation demand management component, and a street and highway component. The monorail system would extend from a point near Fremont Street to Sahara Avenue and include an extension from Paradise Road and Riviera Boulevard to Las Vegas Boulevard at the Stardust Hotel. The new elevated rail line, which would be served by six new stations, would interface seamlessly with the Las Vegas Monorail Corporation's 3.6-mile, seven-station system now under construction. The two systems would share station facilities at Sahara Avenue. POSITIVE IMPACTS: In combination with the rail system already under construction, the newly proposed system would enhance transportation in the Las Vegas core area substantially, reducing traffic congestion and improving air quality. The rail system would encourage conversion of residential land uses to commercial uses ion the downtown core, which would be consistent with government planning. NEGATIVE IMPACTS: Rights-of-way requirements would result in 18 partial takes and nine full takes of commercial, industrial, and vacant properties, resulting in displacement of 42 employees. A total of 4.47 acres of property would be required. The elevated facility and associated stations would alter the cityscape significantly, affecting two historic sites. System related noise would be severe for residents of the St. Louis Manor Apartments, and six receptor sites, mostly hotels and motels, would experience moderate transit noise impacts. Preliminary testing has indicated that construction workers would encounter contaminants at some locations. LEGAL MANDATES: National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), Transportation Infrastructure Finance and Innovation Act, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 020070, Draft EIS--374 pages and maps, Project Plans Appendix--91 pages (oversize, February 15, 2002 PY - 2002 KW - Roads and Railroads KW - Air Quality KW - Floodplains KW - Hotels KW - Land Use KW - Noise KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Transportation KW - Vegetation KW - Visual Resources KW - Water Resources KW - Wildlife KW - Nevada KW - National Historic Preservation Act of 1966, Historic Sites KW - Transportation Infrastructure Finance and Innovation Act, 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/36434595?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-02-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=LAS+VEGAS+RESORT+CORRIDOR%2C+LAS+VEGAS%2C+CLARK+COUNTY%2C+NEVADA.&rft.title=LAS+VEGAS+RESORT+CORRIDOR%2C+LAS+VEGAS%2C+CLARK+COUNTY%2C+NEVADA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: February 15, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTHEAST CORRIDOR LIGHT RAIL TRANSIT IN DALLAS COUNTY, TEXAS. [Part 2 of 6] T2 - SOUTHEAST CORRIDOR LIGHT RAIL TRANSIT IN DALLAS COUNTY, TEXAS. AN - 36388291; 9184-020069_0002 AB - PURPOSE: The construction and operation of a light rail transit (LRT) project to improve transit service in the Southeast Corridor of the Dallas Area Rapid Transit (DART) service area of Dallas County, Texas are proposed. The study corridor includes the southeast quadrant of Dallas County and is generally bounded by Interstate 30 (I-30) on the north, I-635/I-20 on the east and south, and I-45 on the west. The primary means of commuter traver in the region is single-occupant vehicle. Some arterial streets in the area carry high volumes of traffic and experience recurring congestion. The area is experience significant growth in employment and residential development. The LRT proposal would consist of a 10.2-mile extension of LRT service connecting downtown Dallas with the communities of Deep Ellum, Baylor, South Dallas, Fair Park, Buckner Terrace, and Pleasant Grove. Most of the alignment would use preexisting rail rights-of-way. Connections to other elements of the DART system plan are also included in the project. The LRT would link key activity and employment centers in the corridor, including Dallas Love Field Airport, the Medical Center District (Parkland, Children's, Zale, Lipshy, St. Paul and University of Texas Southwestern Medical Center), Market Center, Victory american Airlines Center, the Dallas central business district, Baylor Health Care System, Deep Ellum, and Fair Park. Access to the LRT would be provided via stations at Deep Ellum, Baylor, Fair Park, MLK, Hatcher, Lawnview, Lake June, and Buckner. The system extension would be completed and opened for revenue service in staged line segments during the years 2007 and 2008. DART's dedicated local sales tax, as well as long-term bond financing, would fund the remainder of the Northwest Corridor LRT line from Farmers Branch to Frankford, also planned to be open for revenue service in 2008. Given the definition of the federal project and the similar revenue service dates for the Northwest and Southeast corridors, the ridership forecasts and operating plans in each project's EIS document assumes both corridors are in place for the build alternative. Capital cost of the Southeast Corridor LRT is estimated at $400 million. In addition to the LRT, this draft EIS considers a No-Build Alternative, which would involve implementation of planned highway and transit facilities in the study corridor, leaving transportation facilities in the corridor largely unchanged. POSITIVE IMPACTS: The LRT would provide a reliable travel service for transit patrons in the corridor and an alternative to single-occupant vehicle use. Additionally, the LRT would contribute to the improvement in the region's air quality and would provide dependable access to employment opportunities in the area. Benefits provided by the LRT would improve the quality of life in an area with relatively large minority and low-income populations. NEGATIVE IMPACTS: Acquisition of 19.2 to 20.9 acres of rights-of-way would result in displacement of 11 to 19 residences, 11 to 21 businesses, 39 to 41 parcels, and one cell tower. The project would affect 30 acres of woodland and 40 acres of maintained grassy areas and the associated low-value wildlife habitat. Eight streams of tributaries would be bridged, and a portion of the line would cross four 100-year floodplains. Operations of the LRT would increase nosie substantially in the vicinity of 246 residences, 18 of which would be affected in the extreme. Vibration due to operations could affect 65 residents and one church. LRT structures would alter the surrounding landscape, including that of the Fair Park Historic Landmark District, and parkland property at Fair Park would be taken ffor installation of portions of the LRT line and portions of a station. Construction activities could encounter as many as 33 hazardous materials sites. 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), 5309(e)(2)-(7), 5301(e), and 5324(b)(1)-(3)), National Historic Preservation Act of 1966, as amended (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: 020069, Draft EIS--525 pages, Preliminary Engineering Plan and Profile Drawings--201 pages, February 15, 2002 PY - 2002 VL - 2 KW - Roads and Railroads KW - Bridges KW - Employment KW - Floodplains KW - Forests KW - Hazardous Materials KW - Noise Standards Violations KW - Parks KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Wildlife Habitat KW - Texas KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Act, Funding KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36388291?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-02-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHEAST+CORRIDOR+LIGHT+RAIL+TRANSIT+IN+DALLAS+COUNTY%2C+TEXAS.&rft.title=SOUTHEAST+CORRIDOR+LIGHT+RAIL+TRANSIT+IN+DALLAS+COUNTY%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Fort Worth, Texas; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: February 15, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTHEAST CORRIDOR LIGHT RAIL TRANSIT IN DALLAS COUNTY, TEXAS. [Part 1 of 6] T2 - SOUTHEAST CORRIDOR LIGHT RAIL TRANSIT IN DALLAS COUNTY, TEXAS. AN - 36388158; 9184-020069_0001 AB - PURPOSE: The construction and operation of a light rail transit (LRT) project to improve transit service in the Southeast Corridor of the Dallas Area Rapid Transit (DART) service area of Dallas County, Texas are proposed. The study corridor includes the southeast quadrant of Dallas County and is generally bounded by Interstate 30 (I-30) on the north, I-635/I-20 on the east and south, and I-45 on the west. The primary means of commuter traver in the region is single-occupant vehicle. Some arterial streets in the area carry high volumes of traffic and experience recurring congestion. The area is experience significant growth in employment and residential development. The LRT proposal would consist of a 10.2-mile extension of LRT service connecting downtown Dallas with the communities of Deep Ellum, Baylor, South Dallas, Fair Park, Buckner Terrace, and Pleasant Grove. Most of the alignment would use preexisting rail rights-of-way. Connections to other elements of the DART system plan are also included in the project. The LRT would link key activity and employment centers in the corridor, including Dallas Love Field Airport, the Medical Center District (Parkland, Children's, Zale, Lipshy, St. Paul and University of Texas Southwestern Medical Center), Market Center, Victory american Airlines Center, the Dallas central business district, Baylor Health Care System, Deep Ellum, and Fair Park. Access to the LRT would be provided via stations at Deep Ellum, Baylor, Fair Park, MLK, Hatcher, Lawnview, Lake June, and Buckner. The system extension would be completed and opened for revenue service in staged line segments during the years 2007 and 2008. DART's dedicated local sales tax, as well as long-term bond financing, would fund the remainder of the Northwest Corridor LRT line from Farmers Branch to Frankford, also planned to be open for revenue service in 2008. Given the definition of the federal project and the similar revenue service dates for the Northwest and Southeast corridors, the ridership forecasts and operating plans in each project's EIS document assumes both corridors are in place for the build alternative. Capital cost of the Southeast Corridor LRT is estimated at $400 million. In addition to the LRT, this draft EIS considers a No-Build Alternative, which would involve implementation of planned highway and transit facilities in the study corridor, leaving transportation facilities in the corridor largely unchanged. POSITIVE IMPACTS: The LRT would provide a reliable travel service for transit patrons in the corridor and an alternative to single-occupant vehicle use. Additionally, the LRT would contribute to the improvement in the region's air quality and would provide dependable access to employment opportunities in the area. Benefits provided by the LRT would improve the quality of life in an area with relatively large minority and low-income populations. NEGATIVE IMPACTS: Acquisition of 19.2 to 20.9 acres of rights-of-way would result in displacement of 11 to 19 residences, 11 to 21 businesses, 39 to 41 parcels, and one cell tower. The project would affect 30 acres of woodland and 40 acres of maintained grassy areas and the associated low-value wildlife habitat. Eight streams of tributaries would be bridged, and a portion of the line would cross four 100-year floodplains. Operations of the LRT would increase nosie substantially in the vicinity of 246 residences, 18 of which would be affected in the extreme. Vibration due to operations could affect 65 residents and one church. LRT structures would alter the surrounding landscape, including that of the Fair Park Historic Landmark District, and parkland property at Fair Park would be taken ffor installation of portions of the LRT line and portions of a station. Construction activities could encounter as many as 33 hazardous materials sites. 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), 5309(e)(2)-(7), 5301(e), and 5324(b)(1)-(3)), National Historic Preservation Act of 1966, as amended (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: 020069, Draft EIS--525 pages, Preliminary Engineering Plan and Profile Drawings--201 pages, February 15, 2002 PY - 2002 VL - 1 KW - Roads and Railroads KW - Bridges KW - Employment KW - Floodplains KW - Forests KW - Hazardous Materials KW - Noise Standards Violations KW - Parks KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Wildlife Habitat KW - Texas KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Act, Funding KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36388158?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-02-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHEAST+CORRIDOR+LIGHT+RAIL+TRANSIT+IN+DALLAS+COUNTY%2C+TEXAS.&rft.title=SOUTHEAST+CORRIDOR+LIGHT+RAIL+TRANSIT+IN+DALLAS+COUNTY%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Fort Worth, Texas; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: February 15, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTHEAST CORRIDOR LIGHT RAIL TRANSIT IN DALLAS COUNTY, TEXAS. [Part 5 of 6] T2 - SOUTHEAST CORRIDOR LIGHT RAIL TRANSIT IN DALLAS COUNTY, TEXAS. AN - 36382900; 9184-020069_0005 AB - PURPOSE: The construction and operation of a light rail transit (LRT) project to improve transit service in the Southeast Corridor of the Dallas Area Rapid Transit (DART) service area of Dallas County, Texas are proposed. The study corridor includes the southeast quadrant of Dallas County and is generally bounded by Interstate 30 (I-30) on the north, I-635/I-20 on the east and south, and I-45 on the west. The primary means of commuter traver in the region is single-occupant vehicle. Some arterial streets in the area carry high volumes of traffic and experience recurring congestion. The area is experience significant growth in employment and residential development. The LRT proposal would consist of a 10.2-mile extension of LRT service connecting downtown Dallas with the communities of Deep Ellum, Baylor, South Dallas, Fair Park, Buckner Terrace, and Pleasant Grove. Most of the alignment would use preexisting rail rights-of-way. Connections to other elements of the DART system plan are also included in the project. The LRT would link key activity and employment centers in the corridor, including Dallas Love Field Airport, the Medical Center District (Parkland, Children's, Zale, Lipshy, St. Paul and University of Texas Southwestern Medical Center), Market Center, Victory american Airlines Center, the Dallas central business district, Baylor Health Care System, Deep Ellum, and Fair Park. Access to the LRT would be provided via stations at Deep Ellum, Baylor, Fair Park, MLK, Hatcher, Lawnview, Lake June, and Buckner. The system extension would be completed and opened for revenue service in staged line segments during the years 2007 and 2008. DART's dedicated local sales tax, as well as long-term bond financing, would fund the remainder of the Northwest Corridor LRT line from Farmers Branch to Frankford, also planned to be open for revenue service in 2008. Given the definition of the federal project and the similar revenue service dates for the Northwest and Southeast corridors, the ridership forecasts and operating plans in each project's EIS document assumes both corridors are in place for the build alternative. Capital cost of the Southeast Corridor LRT is estimated at $400 million. In addition to the LRT, this draft EIS considers a No-Build Alternative, which would involve implementation of planned highway and transit facilities in the study corridor, leaving transportation facilities in the corridor largely unchanged. POSITIVE IMPACTS: The LRT would provide a reliable travel service for transit patrons in the corridor and an alternative to single-occupant vehicle use. Additionally, the LRT would contribute to the improvement in the region's air quality and would provide dependable access to employment opportunities in the area. Benefits provided by the LRT would improve the quality of life in an area with relatively large minority and low-income populations. NEGATIVE IMPACTS: Acquisition of 19.2 to 20.9 acres of rights-of-way would result in displacement of 11 to 19 residences, 11 to 21 businesses, 39 to 41 parcels, and one cell tower. The project would affect 30 acres of woodland and 40 acres of maintained grassy areas and the associated low-value wildlife habitat. Eight streams of tributaries would be bridged, and a portion of the line would cross four 100-year floodplains. Operations of the LRT would increase nosie substantially in the vicinity of 246 residences, 18 of which would be affected in the extreme. Vibration due to operations could affect 65 residents and one church. LRT structures would alter the surrounding landscape, including that of the Fair Park Historic Landmark District, and parkland property at Fair Park would be taken ffor installation of portions of the LRT line and portions of a station. Construction activities could encounter as many as 33 hazardous materials sites. 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), 5309(e)(2)-(7), 5301(e), and 5324(b)(1)-(3)), National Historic Preservation Act of 1966, as amended (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: 020069, Draft EIS--525 pages, Preliminary Engineering Plan and Profile Drawings--201 pages, February 15, 2002 PY - 2002 VL - 5 KW - Roads and Railroads KW - Bridges KW - Employment KW - Floodplains KW - Forests KW - Hazardous Materials KW - Noise Standards Violations KW - Parks KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Wildlife Habitat KW - Texas KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Act, Funding KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36382900?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-02-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHEAST+CORRIDOR+LIGHT+RAIL+TRANSIT+IN+DALLAS+COUNTY%2C+TEXAS.&rft.title=SOUTHEAST+CORRIDOR+LIGHT+RAIL+TRANSIT+IN+DALLAS+COUNTY%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Fort Worth, Texas; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: February 15, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - LAS VEGAS RESORT CORRIDOR, LAS VEGAS, CLARK COUNTY, NEVADA. [Part 3 of 3] T2 - LAS VEGAS RESORT CORRIDOR, LAS VEGAS, CLARK COUNTY, NEVADA. AN - 36382155; 9185-020070_0003 AB - PURPOSE: The construction and operation of a rapid transit system in the Las Vegas Resort Corridor of Las Vegas, Clark County, Nevada are proposed. The 36-square-mile corridor, which encompasses the geographic center of Las Vegas, is bound on the north by Washington Avenue, on the east by Maryland Parkway and Eastern Avenue, on the south by Windmill Lane, and on the west by Valley View Boulevard. The predominant land uses in the corridor are hotels and motels, resort and gaming properties, residential properties, office space, and retail development. The area is the nation's fastest growing metropolitan area. Road capacity in the corridor does not accommodate the demand expected by the year 2020, and additional roadway construction alone will not solve the problem. Three alternatives, including a No Action Alternative, are considered in this draft EIS. The proposed alternative would include 3.1 miles of fixed guideway rail, an expanded bus system, a transportation system management/transportation demand management component, and a street and highway component. The monorail system would extend from a point near Fremont Street to Sahara Avenue and include an extension from Paradise Road and Riviera Boulevard to Las Vegas Boulevard at the Stardust Hotel. The new elevated rail line, which would be served by six new stations, would interface seamlessly with the Las Vegas Monorail Corporation's 3.6-mile, seven-station system now under construction. The two systems would share station facilities at Sahara Avenue. POSITIVE IMPACTS: In combination with the rail system already under construction, the newly proposed system would enhance transportation in the Las Vegas core area substantially, reducing traffic congestion and improving air quality. The rail system would encourage conversion of residential land uses to commercial uses ion the downtown core, which would be consistent with government planning. NEGATIVE IMPACTS: Rights-of-way requirements would result in 18 partial takes and nine full takes of commercial, industrial, and vacant properties, resulting in displacement of 42 employees. A total of 4.47 acres of property would be required. The elevated facility and associated stations would alter the cityscape significantly, affecting two historic sites. System related noise would be severe for residents of the St. Louis Manor Apartments, and six receptor sites, mostly hotels and motels, would experience moderate transit noise impacts. Preliminary testing has indicated that construction workers would encounter contaminants at some locations. LEGAL MANDATES: National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), Transportation Infrastructure Finance and Innovation Act, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 020070, Draft EIS--374 pages and maps, Project Plans Appendix--91 pages (oversize, February 15, 2002 PY - 2002 VL - 3 KW - Roads and Railroads KW - Air Quality KW - Floodplains KW - Hotels KW - Land Use KW - Noise KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Transportation KW - Vegetation KW - Visual Resources KW - Water Resources KW - Wildlife KW - Nevada KW - National Historic Preservation Act of 1966, Historic Sites KW - Transportation Infrastructure Finance and Innovation Act, 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/36382155?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-02-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=LAS+VEGAS+RESORT+CORRIDOR%2C+LAS+VEGAS%2C+CLARK+COUNTY%2C+NEVADA.&rft.title=LAS+VEGAS+RESORT+CORRIDOR%2C+LAS+VEGAS%2C+CLARK+COUNTY%2C+NEVADA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: February 15, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTHEAST CORRIDOR LIGHT RAIL TRANSIT IN DALLAS COUNTY, TEXAS. [Part 4 of 6] T2 - SOUTHEAST CORRIDOR LIGHT RAIL TRANSIT IN DALLAS COUNTY, TEXAS. AN - 36380044; 9184-020069_0004 AB - PURPOSE: The construction and operation of a light rail transit (LRT) project to improve transit service in the Southeast Corridor of the Dallas Area Rapid Transit (DART) service area of Dallas County, Texas are proposed. The study corridor includes the southeast quadrant of Dallas County and is generally bounded by Interstate 30 (I-30) on the north, I-635/I-20 on the east and south, and I-45 on the west. The primary means of commuter traver in the region is single-occupant vehicle. Some arterial streets in the area carry high volumes of traffic and experience recurring congestion. The area is experience significant growth in employment and residential development. The LRT proposal would consist of a 10.2-mile extension of LRT service connecting downtown Dallas with the communities of Deep Ellum, Baylor, South Dallas, Fair Park, Buckner Terrace, and Pleasant Grove. Most of the alignment would use preexisting rail rights-of-way. Connections to other elements of the DART system plan are also included in the project. The LRT would link key activity and employment centers in the corridor, including Dallas Love Field Airport, the Medical Center District (Parkland, Children's, Zale, Lipshy, St. Paul and University of Texas Southwestern Medical Center), Market Center, Victory american Airlines Center, the Dallas central business district, Baylor Health Care System, Deep Ellum, and Fair Park. Access to the LRT would be provided via stations at Deep Ellum, Baylor, Fair Park, MLK, Hatcher, Lawnview, Lake June, and Buckner. The system extension would be completed and opened for revenue service in staged line segments during the years 2007 and 2008. DART's dedicated local sales tax, as well as long-term bond financing, would fund the remainder of the Northwest Corridor LRT line from Farmers Branch to Frankford, also planned to be open for revenue service in 2008. Given the definition of the federal project and the similar revenue service dates for the Northwest and Southeast corridors, the ridership forecasts and operating plans in each project's EIS document assumes both corridors are in place for the build alternative. Capital cost of the Southeast Corridor LRT is estimated at $400 million. In addition to the LRT, this draft EIS considers a No-Build Alternative, which would involve implementation of planned highway and transit facilities in the study corridor, leaving transportation facilities in the corridor largely unchanged. POSITIVE IMPACTS: The LRT would provide a reliable travel service for transit patrons in the corridor and an alternative to single-occupant vehicle use. Additionally, the LRT would contribute to the improvement in the region's air quality and would provide dependable access to employment opportunities in the area. Benefits provided by the LRT would improve the quality of life in an area with relatively large minority and low-income populations. NEGATIVE IMPACTS: Acquisition of 19.2 to 20.9 acres of rights-of-way would result in displacement of 11 to 19 residences, 11 to 21 businesses, 39 to 41 parcels, and one cell tower. The project would affect 30 acres of woodland and 40 acres of maintained grassy areas and the associated low-value wildlife habitat. Eight streams of tributaries would be bridged, and a portion of the line would cross four 100-year floodplains. Operations of the LRT would increase nosie substantially in the vicinity of 246 residences, 18 of which would be affected in the extreme. Vibration due to operations could affect 65 residents and one church. LRT structures would alter the surrounding landscape, including that of the Fair Park Historic Landmark District, and parkland property at Fair Park would be taken ffor installation of portions of the LRT line and portions of a station. Construction activities could encounter as many as 33 hazardous materials sites. 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), 5309(e)(2)-(7), 5301(e), and 5324(b)(1)-(3)), National Historic Preservation Act of 1966, as amended (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: 020069, Draft EIS--525 pages, Preliminary Engineering Plan and Profile Drawings--201 pages, February 15, 2002 PY - 2002 VL - 4 KW - Roads and Railroads KW - Bridges KW - Employment KW - Floodplains KW - Forests KW - Hazardous Materials KW - Noise Standards Violations KW - Parks KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Wildlife Habitat KW - Texas KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Act, Funding KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36380044?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-02-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHEAST+CORRIDOR+LIGHT+RAIL+TRANSIT+IN+DALLAS+COUNTY%2C+TEXAS.&rft.title=SOUTHEAST+CORRIDOR+LIGHT+RAIL+TRANSIT+IN+DALLAS+COUNTY%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Fort Worth, Texas; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: February 15, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTHEAST CORRIDOR LIGHT RAIL TRANSIT IN DALLAS COUNTY, TEXAS. [Part 3 of 6] T2 - SOUTHEAST CORRIDOR LIGHT RAIL TRANSIT IN DALLAS COUNTY, TEXAS. AN - 36379984; 9184-020069_0003 AB - PURPOSE: The construction and operation of a light rail transit (LRT) project to improve transit service in the Southeast Corridor of the Dallas Area Rapid Transit (DART) service area of Dallas County, Texas are proposed. The study corridor includes the southeast quadrant of Dallas County and is generally bounded by Interstate 30 (I-30) on the north, I-635/I-20 on the east and south, and I-45 on the west. The primary means of commuter traver in the region is single-occupant vehicle. Some arterial streets in the area carry high volumes of traffic and experience recurring congestion. The area is experience significant growth in employment and residential development. The LRT proposal would consist of a 10.2-mile extension of LRT service connecting downtown Dallas with the communities of Deep Ellum, Baylor, South Dallas, Fair Park, Buckner Terrace, and Pleasant Grove. Most of the alignment would use preexisting rail rights-of-way. Connections to other elements of the DART system plan are also included in the project. The LRT would link key activity and employment centers in the corridor, including Dallas Love Field Airport, the Medical Center District (Parkland, Children's, Zale, Lipshy, St. Paul and University of Texas Southwestern Medical Center), Market Center, Victory american Airlines Center, the Dallas central business district, Baylor Health Care System, Deep Ellum, and Fair Park. Access to the LRT would be provided via stations at Deep Ellum, Baylor, Fair Park, MLK, Hatcher, Lawnview, Lake June, and Buckner. The system extension would be completed and opened for revenue service in staged line segments during the years 2007 and 2008. DART's dedicated local sales tax, as well as long-term bond financing, would fund the remainder of the Northwest Corridor LRT line from Farmers Branch to Frankford, also planned to be open for revenue service in 2008. Given the definition of the federal project and the similar revenue service dates for the Northwest and Southeast corridors, the ridership forecasts and operating plans in each project's EIS document assumes both corridors are in place for the build alternative. Capital cost of the Southeast Corridor LRT is estimated at $400 million. In addition to the LRT, this draft EIS considers a No-Build Alternative, which would involve implementation of planned highway and transit facilities in the study corridor, leaving transportation facilities in the corridor largely unchanged. POSITIVE IMPACTS: The LRT would provide a reliable travel service for transit patrons in the corridor and an alternative to single-occupant vehicle use. Additionally, the LRT would contribute to the improvement in the region's air quality and would provide dependable access to employment opportunities in the area. Benefits provided by the LRT would improve the quality of life in an area with relatively large minority and low-income populations. NEGATIVE IMPACTS: Acquisition of 19.2 to 20.9 acres of rights-of-way would result in displacement of 11 to 19 residences, 11 to 21 businesses, 39 to 41 parcels, and one cell tower. The project would affect 30 acres of woodland and 40 acres of maintained grassy areas and the associated low-value wildlife habitat. Eight streams of tributaries would be bridged, and a portion of the line would cross four 100-year floodplains. Operations of the LRT would increase nosie substantially in the vicinity of 246 residences, 18 of which would be affected in the extreme. Vibration due to operations could affect 65 residents and one church. LRT structures would alter the surrounding landscape, including that of the Fair Park Historic Landmark District, and parkland property at Fair Park would be taken ffor installation of portions of the LRT line and portions of a station. Construction activities could encounter as many as 33 hazardous materials sites. 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), 5309(e)(2)-(7), 5301(e), and 5324(b)(1)-(3)), National Historic Preservation Act of 1966, as amended (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: 020069, Draft EIS--525 pages, Preliminary Engineering Plan and Profile Drawings--201 pages, February 15, 2002 PY - 2002 VL - 3 KW - Roads and Railroads KW - Bridges KW - Employment KW - Floodplains KW - Forests KW - Hazardous Materials KW - Noise Standards Violations KW - Parks KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Wildlife Habitat KW - Texas KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Act, Funding KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36379984?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-02-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHEAST+CORRIDOR+LIGHT+RAIL+TRANSIT+IN+DALLAS+COUNTY%2C+TEXAS.&rft.title=SOUTHEAST+CORRIDOR+LIGHT+RAIL+TRANSIT+IN+DALLAS+COUNTY%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Fort Worth, Texas; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: February 15, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - LAS VEGAS RESORT CORRIDOR, LAS VEGAS, CLARK COUNTY, NEVADA. [Part 2 of 3] T2 - LAS VEGAS RESORT CORRIDOR, LAS VEGAS, CLARK COUNTY, NEVADA. AN - 36373224; 9185-020070_0002 AB - PURPOSE: The construction and operation of a rapid transit system in the Las Vegas Resort Corridor of Las Vegas, Clark County, Nevada are proposed. The 36-square-mile corridor, which encompasses the geographic center of Las Vegas, is bound on the north by Washington Avenue, on the east by Maryland Parkway and Eastern Avenue, on the south by Windmill Lane, and on the west by Valley View Boulevard. The predominant land uses in the corridor are hotels and motels, resort and gaming properties, residential properties, office space, and retail development. The area is the nation's fastest growing metropolitan area. Road capacity in the corridor does not accommodate the demand expected by the year 2020, and additional roadway construction alone will not solve the problem. Three alternatives, including a No Action Alternative, are considered in this draft EIS. The proposed alternative would include 3.1 miles of fixed guideway rail, an expanded bus system, a transportation system management/transportation demand management component, and a street and highway component. The monorail system would extend from a point near Fremont Street to Sahara Avenue and include an extension from Paradise Road and Riviera Boulevard to Las Vegas Boulevard at the Stardust Hotel. The new elevated rail line, which would be served by six new stations, would interface seamlessly with the Las Vegas Monorail Corporation's 3.6-mile, seven-station system now under construction. The two systems would share station facilities at Sahara Avenue. POSITIVE IMPACTS: In combination with the rail system already under construction, the newly proposed system would enhance transportation in the Las Vegas core area substantially, reducing traffic congestion and improving air quality. The rail system would encourage conversion of residential land uses to commercial uses ion the downtown core, which would be consistent with government planning. NEGATIVE IMPACTS: Rights-of-way requirements would result in 18 partial takes and nine full takes of commercial, industrial, and vacant properties, resulting in displacement of 42 employees. A total of 4.47 acres of property would be required. The elevated facility and associated stations would alter the cityscape significantly, affecting two historic sites. System related noise would be severe for residents of the St. Louis Manor Apartments, and six receptor sites, mostly hotels and motels, would experience moderate transit noise impacts. Preliminary testing has indicated that construction workers would encounter contaminants at some locations. LEGAL MANDATES: National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), Transportation Infrastructure Finance and Innovation Act, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 020070, Draft EIS--374 pages and maps, Project Plans Appendix--91 pages (oversize, February 15, 2002 PY - 2002 VL - 2 KW - Roads and Railroads KW - Air Quality KW - Floodplains KW - Hotels KW - Land Use KW - Noise KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Transportation KW - Vegetation KW - Visual Resources KW - Water Resources KW - Wildlife KW - Nevada KW - National Historic Preservation Act of 1966, Historic Sites KW - Transportation Infrastructure Finance and Innovation Act, 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/36373224?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-02-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=LAS+VEGAS+RESORT+CORRIDOR%2C+LAS+VEGAS%2C+CLARK+COUNTY%2C+NEVADA.&rft.title=LAS+VEGAS+RESORT+CORRIDOR%2C+LAS+VEGAS%2C+CLARK+COUNTY%2C+NEVADA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: February 15, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - LAS VEGAS RESORT CORRIDOR, LAS VEGAS, CLARK COUNTY, NEVADA. [Part 1 of 3] T2 - LAS VEGAS RESORT CORRIDOR, LAS VEGAS, CLARK COUNTY, NEVADA. AN - 36371873; 9185-020070_0001 AB - PURPOSE: The construction and operation of a rapid transit system in the Las Vegas Resort Corridor of Las Vegas, Clark County, Nevada are proposed. The 36-square-mile corridor, which encompasses the geographic center of Las Vegas, is bound on the north by Washington Avenue, on the east by Maryland Parkway and Eastern Avenue, on the south by Windmill Lane, and on the west by Valley View Boulevard. The predominant land uses in the corridor are hotels and motels, resort and gaming properties, residential properties, office space, and retail development. The area is the nation's fastest growing metropolitan area. Road capacity in the corridor does not accommodate the demand expected by the year 2020, and additional roadway construction alone will not solve the problem. Three alternatives, including a No Action Alternative, are considered in this draft EIS. The proposed alternative would include 3.1 miles of fixed guideway rail, an expanded bus system, a transportation system management/transportation demand management component, and a street and highway component. The monorail system would extend from a point near Fremont Street to Sahara Avenue and include an extension from Paradise Road and Riviera Boulevard to Las Vegas Boulevard at the Stardust Hotel. The new elevated rail line, which would be served by six new stations, would interface seamlessly with the Las Vegas Monorail Corporation's 3.6-mile, seven-station system now under construction. The two systems would share station facilities at Sahara Avenue. POSITIVE IMPACTS: In combination with the rail system already under construction, the newly proposed system would enhance transportation in the Las Vegas core area substantially, reducing traffic congestion and improving air quality. The rail system would encourage conversion of residential land uses to commercial uses ion the downtown core, which would be consistent with government planning. NEGATIVE IMPACTS: Rights-of-way requirements would result in 18 partial takes and nine full takes of commercial, industrial, and vacant properties, resulting in displacement of 42 employees. A total of 4.47 acres of property would be required. The elevated facility and associated stations would alter the cityscape significantly, affecting two historic sites. System related noise would be severe for residents of the St. Louis Manor Apartments, and six receptor sites, mostly hotels and motels, would experience moderate transit noise impacts. Preliminary testing has indicated that construction workers would encounter contaminants at some locations. LEGAL MANDATES: National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), Transportation Infrastructure Finance and Innovation Act, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 020070, Draft EIS--374 pages and maps, Project Plans Appendix--91 pages (oversize, February 15, 2002 PY - 2002 VL - 1 KW - Roads and Railroads KW - Air Quality KW - Floodplains KW - Hotels KW - Land Use KW - Noise KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Transportation KW - Vegetation KW - Visual Resources KW - Water Resources KW - Wildlife KW - Nevada KW - National Historic Preservation Act of 1966, Historic Sites KW - Transportation Infrastructure Finance and Innovation Act, 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/36371873?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-02-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=LAS+VEGAS+RESORT+CORRIDOR%2C+LAS+VEGAS%2C+CLARK+COUNTY%2C+NEVADA.&rft.title=LAS+VEGAS+RESORT+CORRIDOR%2C+LAS+VEGAS%2C+CLARK+COUNTY%2C+NEVADA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: February 15, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTHEAST CORRIDOR LIGHT RAIL TRANSIT IN DALLAS COUNTY, TEXAS. [Part 6 of 6] T2 - SOUTHEAST CORRIDOR LIGHT RAIL TRANSIT IN DALLAS COUNTY, TEXAS. AN - 36371843; 9184-020069_0006 AB - PURPOSE: The construction and operation of a light rail transit (LRT) project to improve transit service in the Southeast Corridor of the Dallas Area Rapid Transit (DART) service area of Dallas County, Texas are proposed. The study corridor includes the southeast quadrant of Dallas County and is generally bounded by Interstate 30 (I-30) on the north, I-635/I-20 on the east and south, and I-45 on the west. The primary means of commuter traver in the region is single-occupant vehicle. Some arterial streets in the area carry high volumes of traffic and experience recurring congestion. The area is experience significant growth in employment and residential development. The LRT proposal would consist of a 10.2-mile extension of LRT service connecting downtown Dallas with the communities of Deep Ellum, Baylor, South Dallas, Fair Park, Buckner Terrace, and Pleasant Grove. Most of the alignment would use preexisting rail rights-of-way. Connections to other elements of the DART system plan are also included in the project. The LRT would link key activity and employment centers in the corridor, including Dallas Love Field Airport, the Medical Center District (Parkland, Children's, Zale, Lipshy, St. Paul and University of Texas Southwestern Medical Center), Market Center, Victory american Airlines Center, the Dallas central business district, Baylor Health Care System, Deep Ellum, and Fair Park. Access to the LRT would be provided via stations at Deep Ellum, Baylor, Fair Park, MLK, Hatcher, Lawnview, Lake June, and Buckner. The system extension would be completed and opened for revenue service in staged line segments during the years 2007 and 2008. DART's dedicated local sales tax, as well as long-term bond financing, would fund the remainder of the Northwest Corridor LRT line from Farmers Branch to Frankford, also planned to be open for revenue service in 2008. Given the definition of the federal project and the similar revenue service dates for the Northwest and Southeast corridors, the ridership forecasts and operating plans in each project's EIS document assumes both corridors are in place for the build alternative. Capital cost of the Southeast Corridor LRT is estimated at $400 million. In addition to the LRT, this draft EIS considers a No-Build Alternative, which would involve implementation of planned highway and transit facilities in the study corridor, leaving transportation facilities in the corridor largely unchanged. POSITIVE IMPACTS: The LRT would provide a reliable travel service for transit patrons in the corridor and an alternative to single-occupant vehicle use. Additionally, the LRT would contribute to the improvement in the region's air quality and would provide dependable access to employment opportunities in the area. Benefits provided by the LRT would improve the quality of life in an area with relatively large minority and low-income populations. NEGATIVE IMPACTS: Acquisition of 19.2 to 20.9 acres of rights-of-way would result in displacement of 11 to 19 residences, 11 to 21 businesses, 39 to 41 parcels, and one cell tower. The project would affect 30 acres of woodland and 40 acres of maintained grassy areas and the associated low-value wildlife habitat. Eight streams of tributaries would be bridged, and a portion of the line would cross four 100-year floodplains. Operations of the LRT would increase nosie substantially in the vicinity of 246 residences, 18 of which would be affected in the extreme. Vibration due to operations could affect 65 residents and one church. LRT structures would alter the surrounding landscape, including that of the Fair Park Historic Landmark District, and parkland property at Fair Park would be taken ffor installation of portions of the LRT line and portions of a station. Construction activities could encounter as many as 33 hazardous materials sites. 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), 5309(e)(2)-(7), 5301(e), and 5324(b)(1)-(3)), National Historic Preservation Act of 1966, as amended (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: 020069, Draft EIS--525 pages, Preliminary Engineering Plan and Profile Drawings--201 pages, February 15, 2002 PY - 2002 VL - 6 KW - Roads and Railroads KW - Bridges KW - Employment KW - Floodplains KW - Forests KW - Hazardous Materials KW - Noise Standards Violations KW - Parks KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Wildlife Habitat KW - Texas KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Act, Funding KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36371843?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-02-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHEAST+CORRIDOR+LIGHT+RAIL+TRANSIT+IN+DALLAS+COUNTY%2C+TEXAS.&rft.title=SOUTHEAST+CORRIDOR+LIGHT+RAIL+TRANSIT+IN+DALLAS+COUNTY%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Fort Worth, Texas; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: February 15, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - POTOMAC CONSOLIDATED TRACON AIRSPACE REDESIGN, BALTIMORE-WASHINGTON METROPOLITAN AREA, DISTRICT OF COLUMBIA, MARYLAND, AND VIRGINIA. AN - 36409827; 9180 AB - PURPOSE: The redesign of the airspace in the Baltimore-Washington metropolitan area, including District of Columbia and portions of Delaware, Maryland, Pennsylvania, Virginia, and West Virginia, is proposed. The airspace redesign study encompasses the area within a 75-nautical-mile radius centered on a radio navigational aid (NAVAID), Non-Directional Beacon (NDB) in Georgetown within the District of Columbia. Currently, 76 public-use airports operate within the study area. The proposed action is not dependent on development at any of the airports in the study area. Existing air traffic control inefficiencies, growth in demand for air passenger travel, and planned capability in the area presently overriding reasons for the redesign of the associated airspace. Over 27.4 million passengers were enplaned at Baltimore-Washington International Airport, Reagan National Airport, and Dulles International Airport in fiscal year 2000; that number is expected to rise to 28.2 million by the year 2005. The new airspace design would involve development of new routes, altitudes, and procedures to take advantage of the newly consolidated Terminal Radar Approach Control (TRACON) facilities, improved aircraft performance, and emerging air traffic control technologies. This draft EIS is tiered from an April 1999 EIS that evaluated a decision to consolidate the four Baltimore-Washington metropolitan area TRACONs into a new building somewhere in the area. A new site at Vint Hill in Fauquier County, Virginia was selected. A separate decision was made to consolidate the TRACON network serving the Richmond, Virginia area; however, the incorporation of the Richmond TRACON facility has no effect on the scope of the airspace redesign. Four alternatives, including a No Action Alternative, are considered in this draft EIS. POSITIVE IMPACTS: The redesigned airspace would take full advantage of the benefits afforded by the newly consolidated TRACON facility by increasing air traffic efficiency and enhancing safety in the Baltimore-Washington metropolitan area. NEGATIVE IMPACTS: Areas affected by aircraft-related noise levels exceeding federal standards would shift according to the alternative selected such that residents of currently unaffected areas would be exposed to excessive noise levels. Although some aeras with high minority and low-income populations would experience slight-to-moderate noise impacts, other areas with similar demographics would experience a slight-to-moderate reduction in noise levels. Noise levels would affect parks and recreational areas LEGAL MANDATES: Airport and Airway Safety and Capacity Expansion Act of 1987 49 U.S.C. 47101 et seq.), Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), and Federal Aviation Act of 1958 (49 U.S.C. 40101 et seq.). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the TRACON consolidation, see 99-0102D, Volume 23, Number 2 and 99-0203F, Volume 23, Number 3, respectively. JF - EPA number: 020065, 461 pages and maps, CD-ROM, February 14, 2002 PY - 2002 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Archaeological Sites Surveys KW - Cultural Resources Surveys KW - Historic Sites Surveys KW - Impact Assessment Methodology KW - Minorities KW - Navigation KW - Navigation Aids KW - Noise KW - Noise Assessments KW - Parks KW - Radar KW - Recreation Resources KW - Wildlife Surveys KW - Delaware KW - District of Columbia KW - Maryland KW - Pennsylvania KW - Virginia KW - West Virginia KW - Airport and Airway Safety and Capacity Expansion Act of 1987, Compliance KW - Department of Transportation Act of 1966, Compliance KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36409827?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-02-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=POTOMAC+CONSOLIDATED+TRACON+AIRSPACE+REDESIGN%2C+BALTIMORE-WASHINGTON+METROPOLITAN+AREA%2C+DISTRICT+OF+COLUMBIA%2C+MARYLAND%2C+AND+VIRGINIA.&rft.title=POTOMAC+CONSOLIDATED+TRACON+AIRSPACE+REDESIGN%2C+BALTIMORE-WASHINGTON+METROPOLITAN+AREA%2C+DISTRICT+OF+COLUMBIA%2C+MARYLAND%2C+AND+VIRGINIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: February 14, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SPRINGDALE NORTHERN BYPASS, U.S. HIGHWAY 412, BENTON AND WASHINGTON COUNTIES, ARKANSAS. AN - 36408583; 9178 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 Benton and 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. Y.S. 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 14.6 to 18.9 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. Cost of completing the project on the preferred alignment is estimated at $227 million. 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 58 residential owners, eight residential tenants, 11 businesses, two poultry farms, and 700 acres of farmland, including 309 acres of prime farmland. Two automobile salvage yards containing hazardous materials would be encountered during construction. The highway would traverse two springs and 19 intermittent and eight perennial streams. The project would affect four archaeological sites and one historic structure as well as five General Land Office resource sites. Traffic-generated noise would exceed federal standards in the vicinity of 150 sensitive receptors by the year 2021. 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). JF - EPA number: 020063, 347 pages and maps, February 14, 2002 PY - 2002 KW - Roads and Railroads KW - Agency number: FHWA-AR-EIS-01-01-D KW - Archaeological Sites KW - Air Quality KW - Cultural Resources KW - Farmlands KW - Highways KW - Highway Structures KW - Historic Sites KW - Hydrology KW - Land Use KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Wetlands 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/36408583?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-02-14&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 - Draft. Preparation date: February 14, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 70 UPGRADE IN SUTTER AND YUBA COUNTIES, CALIFORNIA. AN - 36415978; 9171 AB - PURPOSE: The improvement of 15.5 miles of State Route (SR) 70 from south of Striplin Road to south of McGowan Parkway overcrossing in Sutter and Yuba Counties, California is proposed. SR 70 begins at the SR 70/90 wye, just north of Sacramento, and continues south to its terminus at SR 395 at Hallelujah Junction. The highway constitutes the primary route connecting Sacramento to Marysville. Three build alternatives and a No-Build Alternative are considered in this final EIS. All build alternatives closely follow existing SR 70 except in the vicinity of East Nicolaus. Alternative 1 would provide two new lanes east of the existing highway from the SR 70 /99 split to Striplin Road. Near Striplin Road, the two new lanes would transition to the west side of the existing highway and four new lands would be constructed to Marcum Road, utilizing land formerly used by the Sacramento Northern Railway. Alternative 2 would be similar to Alternative 1, except that the alignment would be shifted approximately 45 meters further to the west between Striplin and Marcum roads to avoid wetlands located immediately west of existing SR 70. Alternative 3, which is the preferred alternative, would also be similar to Alternative 1, except that the alignment would be shifted to the east between Striplin and Marcum roads, again to avoid the wetlands. Alternative 3 would utilize the existing SR 70 southbound lanes and add two new lands for northbound traffic. A two-lane frontage road would be constructed to the east of the new northbound lands to accommodate local traffic under Alternative 3. Regardless of the action alternative selected, an overcrossing would be provided at Marcum Road, where the highway would turn west to bypass the town of East Nicolaus before returning to the west side of existing SR 70 near Cornelius Avenue. An interchange would be constructed at Nicolaus Avenue and an overcrossing at Colnelius Avenue. North of Cornelius Avenue, two new lanes would be constructed to the west of the existing highway. An at-grade intersection, eventually to be replaced by an interchange, would be constructed at Berry and Kempton roads. Just north of Berry and Kepmton roads, the freeway would transition back to the east side of the existing roadway at the Bear River bridge. The Rio Oso Road intersection would be eliminated and frontage roads would be constructed from Rio Oso Road to the Berry/Kempton Interchange. At the Bear River, a new bridge would be constructed to the east of the existing bridge for the northbound lanes. The existing bridge would be widened to accommodate the southbound lanes. An at-grade intersection, eventually to be replaced by an interchange, would be constructed at Feather River Boulevard. The alignment would continue north with two new lanes on the east side of the existing highway. A second undrcrossing would continue north with two new lanes on the east side of the existing highway/ A second undercrossing at Algodon Road and a second overhead at Plumas Arboga Road would be constructed to accommodate the two new northbound lanes. At this point, the alignment would run between some high power electrical towers to the east and Plumas Arboga Road to the west and return to existing SR 70 just south of McGowan Parkway. Park-and-ride facilities have been recommended at Feather River Boulevard and Plumas Arboga and Algodon Roads. Cost of the project is estimated at $105.3 million. POSITIVE IMPACTS: Upgrading this section of SR 70 would allow it to complement the contiguous four lane section of the facility, improving traffic flow and, thereby, increasing travel speeds and reducing air pollutant emissions within the corridor. The bypass of East Nicolaus would probably remove through traffic from local streets in that community. NEGATIVE IMPACTS: Rights-of-way requirements for Alternative 3 would result in the displacement of 19 residences, five farms, 272.5 acres of farmland, 15.5 acres of wetlands and related waters, and 111 to 190 acres of floodplain. The bypass of East Nicolaus would probably reduce drive-by commerce along existing SR 70 in the area. The project could also affect the vernal pool tadpole shrimp and Swainson's hawk as well as potential habitat for the giant garter snake, steelheal trout, fall run Chinook salmon, vernal pool fairy shrimp, valley elderberry longhorn beetle, California red-legged frog, and northwestern pond turtle; all these species are federally protected. Interchanges and overcrossings would block views of agricultural lands, and removal of large riparian trees would further degrade visual aesthetics. Noise levels at a few sensitive receptors would increase by as much as 12 decibels. The highway would lie in a corridor containing 18 sites potentially affected by hazardous materials. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 00-0095D, Volume 24, Number 1. JF - EPA number: 020055, 353 pages and maps, February 13, 2002 PY - 2002 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-99-02-F KW - Air Quality KW - Air Quality Assessments KW - Biologic Assessments KW - Bridges KW - Endangered Species (Animals) KW - Farmlands KW - Floodplains KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites Surveys KW - Parking KW - Relocations-Property Acquisitions KW - Section 404(b) Statements KW - Noise KW - Water Quality Assessments KW - Wetlands KW - California KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36415978?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-02-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+70+UPGRADE+IN+SUTTER+AND+YUBA+COUNTIES%2C+CALIFORNIA.&rft.title=STATE+ROUTE+70+UPGRADE+IN+SUTTER+AND+YUBA+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sacramento, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: February 13, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US ROUTE 29 BYPASS, CITY OF CHARLOTTESVILLE AND ALBEMARLE COUNTY, VIRGINIA (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF FEBRUARY 1993) AN - 36408539; 9177 AB - PURPOSE: Construction of a highway facility in the US 29 corridor in the city of Charlottesville and Albemarle County, Virginia, is proposed. This section of US 29 is a four-lane, divided highway with at-grade, signalized intersections. It begins at the US 250 bypass in Charlottesville and ends at the South Fork Rivanna River in Albemarle County, a distance of approximately 6.24 miles. This draft supplement to the final EIS of February 1993 discusses the impacts of the project on the South Fork Rivanna River Reservoir and watershed and on archaeological resources at the northern terminus of the study corridor. In addition to the selected alternative (Alternative 10), 11 other action alternatives and a No Action Alternative are considered in this supplement. The selected alternative would extend west of existing US 29, providing a new four-lane divided, limited-access bypass. Included in the project would be a connector road extending in to the North Grounds of the University of Virginia; the connector would be located on the south side of the Route 250 bypass. Access to the new facility would be controlled via interchanges at both ends, with no intermediate access points to crossroads or adjacent properties. The typical cross-section would involve 12-foot-wide lanes with shoulders and a variable-width graded median. POSITIVE IMPACTS: Existing and future traffic congestion problems would be solved within the corridor, and the Charlottesville-area element of ongoing improvements to US 29 throughout central Virginia would be completed. US 29, which is the most heavily traveled highway in the Charlottesville area, and the north-south, interregional access through central Virginia, would be improved significantly, as would the main connecting route between the developments north of Charlottesville and Charlottesville itself. Recent extensive business and residential growth along US 29 would be supported. NEGATIVE IMPACTS: Approximately 3.4 miles of the bypass would lie within the reservoir watershed, resulting in increased levels of urban runoff in the reservoir. The project would traverse 15 streams and 558 feet of the South Form Rivanna River floodplain downstream of the reservoir and displace 2.8 acres of wetlands within the reservoir watershed. Two archaeological sites eligible for inclusion in the National Register of Historic Places would be displaced, but all objects of value would be recovered. The project would result in development of 330 acres of rights-of-way, 219 acres of which lie within the reservoir watershed. Approximately 33 acres of land within the watershed would be paved. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Land and Water Conservation Fund Act of 1965, as amended (P.L. 88-578), and National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 90-0192D, Volume 14, Number 3 and 93-0037F, Volume 17, Number 1. JF - EPA number: 020062, 302 pages, February 13, 2002 PY - 2002 KW - Roads and Railroads KW - Agency number: FHWA-VA-EIS-90-02-DS KW - Archaeological Sites KW - Floodplains KW - Forests KW - Highway Structures KW - Highways KW - Historic Sites KW - Hydrology KW - Noise Standards Violations KW - Reservoirs KW - Section 4(f) Statements KW - Sediment KW - Water Quality Assessments KW - Water Resources KW - Watersheds KW - Wetlands KW - Virginia 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 KW - National Historic Preservation Act of 1966, Archaeological Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36408539?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-02-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+ROUTE+29+BYPASS%2C+CITY+OF+CHARLOTTESVILLE+AND+ALBEMARLE+COUNTY%2C+VIRGINIA+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+FEBRUARY+1993%29&rft.title=US+ROUTE+29+BYPASS%2C+CITY+OF+CHARLOTTESVILLE+AND+ALBEMARLE+COUNTY%2C+VIRGINIA+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+FEBRUARY+1993%29&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: February 13, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US ROUTE 34 (FAP 313), CARMAN ROAD EAST OF GULFPORT) TO MONMOUTH, ILLINOIS, HENDERSON AND WARREN COUNTIES, ILLINOIS. AN - 36408728; 9209 AB - PURPOSE: The improvement of US 34 from the intersection of Carman Road west to Monmouth, a distance of 24.85 miles, in Henderson and Warren counties, Illinois is proposed. The existing facility, which is a key regional corridor for the east-west movement of people and goods in and through west central Illinois, is affected by a high accident rate, including four fatal accidents between January 1995 and December 1997. In addition to the preferred alternative, this draft EIS addresses a No Action Alternative, a mass transit alternative, transportation system management, an upgrade of the existing facility, and a number of alignment alternatives for relocation of the facility. The preferred alternative would provide a high-type transportation facility for local and regional traffic in the two counties that would include a continuous four-lane link between the existing freeway at Gulfport in the vicinity of Carman Road to a point east of Monmouth. The preferred alternative would involve construction of a partially limited access four-lane facility that would include a bypass of the community of Biggsville. POSITIVE IMPACTS: The new facility would improve traffic safety, system continuity, and system capacity in the area. The project would provide the final section of multi-lane highway upgrades between Galesburg, Illinois and Burlington, Iowa. NEGATIVE IMPACTS: Additional rights-of-way requirements totaling 687 acres would result in the displacement of one business and 10 residences, 677 acres of farmland, 16.8 acres of 100-year floodplain land, 20.1 acres of woodland, and 0.42 acres of wetlands. The highway would sever 28 farm tracts and affect 70 farms and 95 farm owners. Approximately 471 acres of prime farmland and 58 acres of farmland of statewide importance would be taken. Two parcels would be landlocked. The highway would traverse 13 surface water flows, three more than the existing facility. Traffic-generated noise would violate federal standards in the vicinity of 22 residential receptors, though this figure would be four less than that under the No Action Alternative. Construction workers would encounter two hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 020094, 381 pages and maps, February 7, 2002 PY - 2002 KW - Roads and Railroads KW - Agency number: FHWA-IL-IS-01-01-D KW - Agriculture KW - Cultural Resources KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Land Use KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Socioeconomic Assessments KW - Soils Surveys KW - Wetlands KW - Wildlife KW - Illinois KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36408728?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-02-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+ROUTE+34+%28FAP+313%29%2C+CARMAN+ROAD+EAST+OF+GULFPORT%29+TO+MONMOUTH%2C+ILLINOIS%2C+HENDERSON+AND+WARREN+COUNTIES%2C+ILLINOIS.&rft.title=US+ROUTE+34+%28FAP+313%29%2C+CARMAN+ROAD+EAST+OF+GULFPORT%29+TO+MONMOUTH%2C+ILLINOIS%2C+HENDERSON+AND+WARREN+COUNTIES%2C+ILLINOIS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Springfield, Illinois; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: February 7, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TRANSPORTATION IMPROVEMENTS FOR INTERSTATE 40 CROSSTOWN EXPRESSWAY, OKLAHOMA CITY, OKLAHOMA COUNTY, OKLAHOMA, AN - 36411136; 9173 AB - PURPOSE: The reconstruction and realignment of 7.2 miles of the Interstate 40 (I-40) Crosstown Expressway from the I-235/I-35 interchange west to Meridian Avenue in Oklahoma City, Oklahoma are proposed. Under the proposed alternative (Alternative D), the new 7.2-mile facility would provide a 10-lane interstate highway, including express lanes, on a new alignment approximately 2,200 feet south the existing I-40. The facility would proceed from the I-235/I40 interchange southeast of the Union Pacific tracks, cross over the Metropolitan Area Projects canal to the existing east/west Burlington Northern/Santa Fe Railroad rights-of-way south of Union Station/ The roadway section would be semi-depressed to cross under the Burlington Northern/Santa Fe Railroad tracks, which would be perpendicular to the new facility, and cross under the Shields Boulevard bridge to intersect existing Western Avenue at grade. From Western Avenue to west of May Avenue, the alignment would continue at-grade, but would cross under the Exchange Avenue bridge. The I-44/I40 interchange would remain as is, including the I-40 facility from I-44 to Meridian Avenue. Full interchanges would be provided at Shields Boulevard and Western Avenue. A six-lane at-grade boulevard would be constructed within the existing I-40 rights-of-way from east of the Union Pacific tracks at the I-235 interchange to west of Walker Avenue. From west of Walker Avenue to Western Avenue, the existing bridge structure would be maintained and/or reconstructed as required to accommodate local/non-truck traffic. From Western Avenue west to Agnew Avenue, the existing facility would be converted to a divided boulevard. Downtown access would be at Shields Boulevard and Robinson, Western, and Agnew (Villa) avenues. Cross streets would be Shields Boulevard and Robinson, Walker, Western, Exchange, Pennsylvania, Agnew, and May avenues. The I-40 facility, consisting of at-grade and semi-depressed sections, would be designed to accommodate a vehicle speed of 70 miles per hour. In addition to the proposed action, this final EIS considers a No-Build Alternative, a Transportation System Management Alternative, a mass transit alternative, and two alignment alternatives. POSITIVE IMPACTS: The realigned freeway would provide a central city transportation system that would be safe and sensitive to area environmental and community needs. In addition, it would enhance regional economic development and the quality of life for communities and carious economic sectors dependent on transportation in the I-40 corridor. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 23 residences, 44 businesses, and one church. Fourteen properties eligible for inclusion on the National Register of Historic Places would be affected. Future traffic noise levels would approach, equal, or exceed federal standards for residential receptors along the new alignment; no noise barriers would be feasible. Though the area is currently in attainment for all federally regulated pollutants, levels of carbon monoxide in the winter and ozone in the summer are of concern. Nine hazardous materials sites would be encountered during construction. Impacts of the project would have disproportionate effects on minority group members and low-income persons. 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 01-0184D, Volume 25, Number 2. JF - EPA number: 020058, Volume I--201 pages and maps, Volume II--131 pages and maps, February 6, 2002 PY - 2002 KW - Roads and Railroads KW - Agency number: FHWA-OK-EIS-01-(1)-F KW - Air Quality KW - Bridges KW - Cultural Resources KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Land Use KW - Minorities KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Socioeconomic ASsessments KW - Section 4(f) Statements KW - Water Quality KW - Oklahoma 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/36411136?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-02-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TRANSPORTATION+IMPROVEMENTS+FOR+INTERSTATE+40+CROSSTOWN+EXPRESSWAY%2C+OKLAHOMA+CITY%2C+OKLAHOMA+COUNTY%2C+OKLAHOMA%2C&rft.title=TRANSPORTATION+IMPROVEMENTS+FOR+INTERSTATE+40+CROSSTOWN+EXPRESSWAY%2C+OKLAHOMA+CITY%2C+OKLAHOMA+COUNTY%2C+OKLAHOMA%2C&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Oklahoma City, Oklahoma; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: February 6, 2002 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - Fracturing within anticlines and its kinematic control on slope stability AN - 52072194; 2002-064357 AB - Anticlinal folding generates both bedding-parallel shear stresses and tensional stresses radial to the fold axis. These stresses typically produce two sets of discontinuities. Discontinuity set S (sub 1) forms coincident with bedding (S (sub 0) ) as a mode II fracture, and discontinuity set S (sub 2) forms perpendicular to bedding and strikes parallel to the fold axis as a mode I fracture. For slopes that strike parallel to the fold axis, these two discontinuity sets may produce three structurally-controlled modes of slope failure. For slopes that are coincident with bedding, planar failures along S (sub 0) /S (sub 1) commonly occur and can be very large. Where bedding dips favorably into the slope, failures along joint set S (sub 2) and across bedding can occur. Toppling failures are common to both of these slope configurations, along S (sub 2) and S (sub 0) /S (sub 1) , respectively. Lastly, flat or shallow dipping S (sub 0) /S (sub 1) fractures, even those favorably oriented, and intersecting S (sub 2) joints define blocks that can be mobilized by high ground-water pressures. An example is presented for each slope configuration to illustrate these kinematic controls on slope stability. JF - Environmental & Engineering Geoscience AU - Badger, Thomas C Y1 - 2002/02// PY - 2002 DA - February 2002 SP - 19 EP - 33 PB - Association of Engineering Geologists and the Geological Society of America, College Station, TX VL - 8 IS - 1 SN - 1078-7275, 1078-7275 KW - United States KW - orientation KW - failures KW - Washington KW - geologic hazards KW - shear stress KW - fracturing KW - deformation KW - rock mechanics KW - case studies KW - bedding KW - kinematics KW - fractures KW - strike KW - planar bedding structures KW - folds KW - mechanics KW - foliation KW - unconformities KW - slope stability KW - sedimentary structures KW - anticlines KW - 30:Engineering geology KW - 16:Structural geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/52072194?accountid=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=Fracturing+within+anticlines+and+its+kinematic+control+on+slope+stability&rft.au=Badger%2C+Thomas+C&rft.aulast=Badger&rft.aufirst=Thomas&rft.date=2002-02-01&rft.volume=8&rft.issue=1&rft.spage=19&rft.isbn=&rft.btitle=&rft.title=Environmental+%26+Engineering+Geoscience&rft.issn=10787275&rft_id=info:doi/ L2 - http://eeg.geoscienceworld.org/ LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2002-01-01 N1 - Number of references - 22 N1 - PubXState - TX N1 - Document feature - illus. incl. sects., 2 tables, sketch maps N1 - Last updated - 2012-06-07 N1 - CODEN - ENGEA9 N1 - SubjectsTermNotLitGenreText - anticlines; bedding; case studies; deformation; failures; folds; foliation; fractures; fracturing; geologic hazards; kinematics; mechanics; orientation; planar bedding structures; rock mechanics; sedimentary structures; shear stress; slope stability; strike; unconformities; United States; Washington ER - TY - RPRT T1 - SR 509 EXTENSION/SOUTH ACCESS ROAD CORRIDOR STUDY, KING COUNTY, WASHINGTON. AN - 36412071; 9167 AB - PURPOSE: The extension of State Route 509 (SR 509) from its current terminus at 12th Place South southward to a connection with Interstate 5 (I-5), and improvements to southern access to and from Seattle-Tacoma International Airport (Sea-Tac Airport) by constructing a new South Access Road, located in King County, Washington, are proposed. Four alternatives, including a No Action Alternative (Alternative 1), were considered in the 1995 draft EIS and four such alternatives are considered in this revised draft EIS. The ultimate design of the limited-access SR 509 extension would include two general-purpose travel lanes and a center high-occupancy-vehicle (HOV) lane in each direction. The right-of-way width would vary, but would generally not be less than 200 feet. The ultimate design of the limited-access South Access Road would be two general-purpose travel lanes in each direction. The right-of-way width would vary, but would generally not be less than 120 feet. In each case, the actual roadway would be located within an identified corridor. Related transportation system actions planned or under way in or near the project corridor would include the addition of a runway and construction of support facilities at Sea-Tac Airport; the development of a business park in the City of Des Moines; and the construction of a federal detention center in Seattle. The preferred alternative (Alternative C2) would be gin at the existing SR 509 terminus at South 188th Street/12th Place South and intersect with I-5 in the vicinity of South 212th Street. Alternative C2 would cross to the east on the north side of Des Moines Creek Park. The alignment would be elevated as it crossed the northeast corner of Des Moines Creek Park. The South Access Road interchange with SR 509 would be in the vicinity of South 208th Street and 24th Avenue South. The length of the facility, including the South Access Road, would be approximately 3.2 miles. The South Airport Link, the last 1,000 feet of roadway connecting the South Access Road to the existing airport, has three design options. Cost of the preferred alternative is estimated at $690 million. POSITIVE IMPACTS: Lower levels of traffic congestion, reduced travel times, and improved average travel speeds would result from the proposed action. Fuel consumption in the area would decrease relative to the No Action alternative. Reduced congestion and grade-separated facilities would improve overall traffic safety. NEGATIVE IMPACTS: Rights-of-way requirements, involving acquisition of 94 to 100 acres of new rights-of-way, would result in displacement of up 16 to 20 businesses, 71 to 79 single-family units, 175 to 187 multifamily units, four mobile homes, 0.2 acres of wetlands, 13.9 acres of wetland buffer, and three acres of Des Moines Creek Park. New wetland and creek crossings would be required. Community cohesion would be affected in three neighborhoods. Traffic-generated noise levels would violate federal standards in the vicinity of approximately 2,578 sensitive receptors; noise barriers would be provided as appropriate and feasible. The project would result in 3.2 million cubic yards of cut material and require 1.2 million cubic yards of fill. Creation of 113 acres of new impervious surface would result in significantly higher stormwater runoff. Significant visual impacts would occur in some areas. Five buildings potentially eligible for inclusion in the National Register of Historic Places would be displaced. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 95-0580D, Volume 19, Number 6. JF - EPA number: 020051, 644 pages and maps, February 1, 2002 PY - 2002 KW - Roads and Railroads KW - Airports KW - Creeks KW - Erosion KW - Highways KW - Historic Sites KW - Noise Standards Violations KW - Parks KW - Relocations-Property Acquisitions KW - Safety KW - Seismic Surveys KW - Traffic Analyses KW - Transportation KW - Water Quality KW - Wetlands KW - Wildlife Habitat KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance KW - Department of Transportation Act of 1966, Parks KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36412071?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-02-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SR+509+EXTENSION%2FSOUTH+ACCESS+ROAD+CORRIDOR+STUDY%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=SR+509+EXTENSION%2FSOUTH+ACCESS+ROAD+CORRIDOR+STUDY%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Preparation date: February 1, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WYOMING FOREST HIGHWAY 23 (LOUIS LAKE ROAD), BRUCE'S PARKING LOT TO WORTHEN MEADOW ROAD, SHOSHONE NATIONAL FOREST, FREEMONT COUNTY, WYOMING (FHWA Project No WY PFH 23-1(2). AN - 36410303; 9166 AB - PURPOSE: The improvement of 7.2 miles of Louis Lake Road (Forest Development Road 300; Loop Road) in Fremont County, Wyoming is proposed. The road passes through Shoshone National Forest along the edge of the Wind River Mountains in the west-central portion of the state; it provides an scenic alternate route through the forest and connects Wyoming State Highway (SH) 131 in Sinks Canyon south of Lander to SH 28 near Atlantic City and South Pass. The roadway is currently characterized by steep grades unable to hold gravel; limited width, making maintenance of shoulders and drainage features difficult; lack of roadside area to accommodate errant vehicles or safety devices; eroded and narrow road surfaces; switch back curves with small turning radii, causing encroachment on opposing lanes by larger vehicles and vehicles pulling trailers; and impaired sight distances. Three alternatives, including a No Action Alternative (Alternative A), are considered in this final EIS. Improvements would include widening the roadway to meet American Association of State Highway and Transportation Officials guides specifying 10-foot travel lanes paved with aggregate or asphalt and two-foot shoulders, improved drainage features, and improved horizontal and vertical curvature and sight distances, and guardrails and signage. Upon completion, the road segment would extend existing Wyoming Forest Highway 23. Gravel and paved surfaces are under consideration, the material chosen constituting the chief difference distinguishing two build alternatives, Alternative B providing for a gravel surface and Alternative C providing for a paved surface. Estimated costs of alternatives B and C are $6.1 million and $7.2 million, Maintenance costs over the 20-year period following construction are estimated at $42,000, $65,000 to $93,000, and $80,000 for alternatives A, B, and C, respectively. Alternative C is the preferred alternative. POSITIVE IMPACTS: The roadway improvements would enhance travel safety, accommodate projected increases in traffic volumes due to growth in U.S. Forest Service multiple-use activities, and provide for an easily maintained roadway. The aesthetics of the corridor would be improved. NEGATIVE IMPACTS: Some habitat would be lost, including 0.152 acres of wetland. The roadway would traverse and area affected by geological hazards, including steep cuts and fills, and rock falls. As traffic volumes increases, levels of noise and air pollutants in the corridor would increase. LEGAL MANDATES: 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.). PRIOR REFERENCES: For the abstract of the draft EIS, see 99-0401D, Volume 23, Number 4. JF - EPA number: 020050, Volume 1--201 pages, Volume 2--498 pages, Volume 3--502 pages, February 1, 2002 PY - 2002 KW - Roads and Railroads KW - Agency number: FHWA-FPWY-EIS-99-1-F KW - Archaeological Sites Surveys KW - Biologic Assessments KW - Cultural Resources KW - Forests KW - Health Hazard Analyses KW - Historic Sites Surveys KW - Recreation KW - Roads KW - Safety KW - Traffic Analyses KW - Vegetation KW - Visual Resources Surveys KW - Wetlands KW - Wildlife KW - Wildlife Habitat KW - Shoshone National Forest KW - Wyoming KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36410303?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-02-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WYOMING+FOREST+HIGHWAY+23+%28LOUIS+LAKE+ROAD%29%2C+BRUCE%27S+PARKING+LOT+TO+WORTHEN+MEADOW+ROAD%2C+SHOSHONE+NATIONAL+FOREST%2C+FREEMONT+COUNTY%2C+WYOMING+%28FHWA+Project+No+WY+PFH+23-1%282%29.&rft.title=WYOMING+FOREST+HIGHWAY+23+%28LOUIS+LAKE+ROAD%29%2C+BRUCE%27S+PARKING+LOT+TO+WORTHEN+MEADOW+ROAD%2C+SHOSHONE+NATIONAL+FOREST%2C+FREEMONT+COUNTY%2C+WYOMING+%28FHWA+Project+No+WY+PFH+23-1%282%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Lakewood, Colorado; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: February 1, 2002 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - Lateral attenuation of aircraft sound levels over an acoustically hard water surface: Logan Airport study AN - 18400276; 5384785 AB - A noise measurement study was conducted at Logan International Airport in Boston, Massachusetts, during the summer of 1999 to examine the applicability of currently available mathematical models of lateral sound attenuation. Analysis of the data collected revealed that lateral attenuation is a function of the location of the engines on the aircraft, i.e., tail-mounted versus wing-mounted. Attenuation for aircraft with tail-mounted engines was found to agree with the published literature, as well as that included in existing aircraft noise models. Attenuation for aircraft with wing-mounted engines was found to be less than that documented in the literature. This lower lateral attenuation for aircraft with wing-mounted engines results in a general under-prediction of side-line noise by the existing noise models. JF - Noise Control Engineering Journal AU - Fleming, G G AU - Senzig, DA AU - Clarke, J-PB AD - U.S. Department of Transportation, Research and Special Programs Adminstration, John A. Volpe National Transportation Systems Center, Acoustic Facility, DTS-34, Cambridge, MA 02142-1093, USA, Fleming@VOLPE.DOT.GOV Y1 - 2002/02// PY - 2002 DA - Feb 2002 SP - 19 EP - 29 VL - 50 IS - 1 SN - 0736-2501, 0736-2501 KW - Pollution Abstracts KW - P 7000:NOISE UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/18400276?accountid=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=Noise+Control+Engineering+Journal&rft.atitle=Lateral+attenuation+of+aircraft+sound+levels+over+an+acoustically+hard+water+surface%3A+Logan+Airport+study&rft.au=Fleming%2C+G+G%3BSenzig%2C+DA%3BClarke%2C+J-PB&rft.aulast=Fleming&rft.aufirst=G&rft.date=2002-02-01&rft.volume=50&rft.issue=1&rft.spage=19&rft.isbn=&rft.btitle=&rft.title=Noise+Control+Engineering+Journal&rft.issn=07362501&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2006-11-01 N1 - Last updated - 2011-12-13 ER - TY - RPRT T1 - TRUNK HIGHWAY (TH) 169 IN CROW WING AND MILLE LACS COUNTIES, MINNESOTA. AN - 36439533; 9162 AB - PURPOSE: The improvement of 22.7 miles of Trunk Highway (TH) 169 from TH 27 north of Onamia to the intersection of TH 18 and TH 6 northwest of the city of Barrison in Crow Wing and Mille Lacs counties, Minnesota is proposed. TH 169 is a major north-south highway within the Natinal Highway System, provides important linkage between Interstate 94 and the Twin Cities metropolitan area, north to the Central Lakes Region of Minnesota. It is also an important economic corridor connecting regional trade centers. Tourist travel along the study segment of TH 169 creates high season 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 it carries. Other highway characteristics demonstrating the need to improve TH 169 include high crash rates, a large number of direct access points, pedestrian safety hazards, and heavy congestion. The proposed improvements would include the construction of a four-lane limited-access highway between the project study termini. Six alternatives, including a No-Build Alternative (Alternative 1), are considered in this draft EIS. Build alternatives largely represent differences in alignment Depending on the build alternative selected, estimated cost of the project ranges from $100.5 million and $112.6 million and the benefit-cost ratio ranges from 0.6 to 2.4. POSITIVE IMPACTS: The project would increase the capacity of TH 169 and improve the facility's safety and design, maintaining movility and connectivity for highway users. NEGATIVE IMPACTS: Depending on the build alternative selected, rights-of-way requirements would result in the displacement of 210 to 1,100 acres of land overall, 51 to 88 residences, eight to 29 businesses, 0.5 to 17 acres of Tribal Trust land, 82.4 to 267 acres of wetlands, 37 to 69 prime farmland sites, and up to 1.5 acres of old-growth forest. Habitat for red-shoulder hawk, northern pike, bald eagles, and up to two state-listed protected plant species could be affected. Social impacts could include impacts to Native American community resources, burial sites, community accessibility, and the Onamia School complex. The faciity would encroach upon Kathio State Park and could affect Rum River State Forest, Pike Point boat landing/rest area, and the Garrison Concourse. Traffic-generated noise levels would exceed federal standards in the vicinity of 242 to 320 residential receptor sites during daytime hours and 401 to 469 residential receptor sites during nighttime hours. The increase in impervious surface would result in increased runoff that could affect sensitive lake ecologies in the corridor's drainage area. Two alternatives could affect the southern terminus of the Rum River, which is designated as a wild and scenic river. The project could affect five to 16 historic sites, three to 54 archaeological sites, the Kathio Historic District/National Historic Landmark, and the Mille Lacs Area Cultural Landscape. >From three to 11 mapped and an unknown number of unmapped contaminated sites would be encountered during construction. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (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: 020046, 258 pages and maps, January 31, 2002 PY - 2002 KW - Roads and Railroads KW - Agency number: FHWA-MN-EIS-02-01-D KW - Archaeological Sites KW - Cemeteries KW - Cultural Resources KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Fish KW - Forests KW - Highways KW - Historic Sites KW - Indian Reservations KW - Lakes KW - Noise Standards Violations KW - Parks KW - Recreation Facilities KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Water Quality KW - Wetlands KW - Wild and Scenic Rivers KW - Wildlife Habitat KW - Minnesota KW - Department of Transportation Act of 1966, Parks 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, Archaeological Sites KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36439533?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-01-31&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TRUNK+HIGHWAY+%28TH%29+169+IN+CROW+WING+AND+MILLE+LACS+COUNTIES%2C+MINNESOTA.&rft.title=TRUNK+HIGHWAY+%28TH%29+169+IN+CROW+WING+AND+MILLE+LACS+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 - Draft. Preparation date: January 31, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - VANCOUVER RAIL PROJECT, CITY OF VANCOUVER, CLARK COUNTY, WASHINGTON. AN - 36435964; 9164 AB - PURPOSE: The construction of a rail bypass around the Burlington Northern Santa Fe Railway Company's Vancouver yard in Clark County, Washington is proposed. Washington is incrementally upgrading its Amtrak Cascades intercity passenger rail service along the Pacific Northwest Rail Corridor in the western part of the state. The state's goal is to provide faster, safer, more frequent, and more reliable passenger rail service. In the 1990s, the Federal Railroad Administration designated the Pacific Northwest Rail Corridor as one of five high-speed rail corridors in the United States. Current freight operations at the rail yard result in passenger train delays as freight trains stack up in the yard and block movement of the faster moving passenger trains. The project study corridor extends from milepost 132.5 to milepost 136.5 on the Seattle-to-Portland mainline. This draft EIS considers a No Action Alternative (Alternative A) and two action alternatives. Under the proposed action, the existing Northern Pacific (NP) siding, located west of the double-track mainline would be rehabilitated. Along the entire alignment, the NP siding would either be rehabilitated or new track would be laid. In addition, turnouts would be constructed at various locations, and some existing turnouts would be eliminated. Retailing walls and fill would be incorporated throughout the alignment. Under Alternative B, the two bypass tracks would begin at milepost 134.5 on the eastern side of the rail line, continue southeast to West 39th Street, turn south along the western edge of the new Columbia Crest subdivision property line, turn west to cross Columbia Crest's southern cul-de-sac, continue parallel to the existing tracks at milepost 135.5, continue south under Forth Plain Boulevard and Mill Plain Boulevard until it reached a point near Jefferson Street, and turn east to join the existing Vancouver-Spokane mainline. The at-grade crossings at Jefferson Street, between Seventh and Eighth streets would be eliminated. Alternative I, the second action alternative, would involve construction of a double-track rail yard bypass east of the existing BNSF traks, but closer to the existing tracks than Alternative B. Either action alternative would include options to eliminate the at-grade crossing at 39th Street by either closing the street at the point of the crossing and/or providing for a vehicular and/or pedestrian/bicycle bridge over the rail line. Estimated completion date for the project is sometime late in the year 2003. Estimated costs of alternatives B and I range from $47 million to $55 million and from $50 million to $57 million, respectively, the ranges being based on the means by which the at-grade crossing at 39th Street is eliminated. POSITIVE IMPACTS: The bypass and associated rail facilities would eliminate freight congestion in the vicinity of the Vancouver yard in order to ensure schedule adherence for the Amtrak Cascades passenger rail service. The project would also eliminate the at-grade rail/highway crossings, providing a safer rail/highway relationship. Continued, high-quality freight operations would also be assured. Air quality in the area would improve due to decreased idling of trains, and decreased idling would reduce fuel consumption. Access for emergency vehicles would improve, and access to recreational facilities in the area would be safer. NEGATIVE IMPACTS: The project could require displacement of two residences and disruption of two others and would require displacement of 7.71 acres of woody vegetation and alter 1.44 acres of wetland buffers. If cut and fill were necessary, the resulting slopes could create ground instability. Stormwater runoff would increase somewhat. Residents of the Columbia Crest development could experience increased noise levels. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 020048, 332 pages, January 31, 2002 PY - 2002 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-02-01-D KW - Air Quality KW - Air Quality Assessments KW - Archaeological Sites Surveys KW - Cultural Resources Surveys KW - Energy Consumption KW - Energy Consumption Assessments KW - Forests KW - Geologic Surveys KW - Health Hazard Analyses KW - Historic Sites Surveys KW - Hydrologic Assessments KW - Noise KW - Noise Assessments KW - Railroads KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Socioeconomic Assessments KW - Soils Surveys KW - Vegetation KW - Vegetation Surveys KW - Visual Resources Surveys KW - Water Quality Assessments KW - Wetlands KW - Wildlife Surveys KW - Washington KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36435964?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-01-31&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=VANCOUVER+RAIL+PROJECT%2C+CITY+OF+VANCOUVER%2C+CLARK+COUNTY%2C+WASHINGTON.&rft.title=VANCOUVER+RAIL+PROJECT%2C+CITY+OF+VANCOUVER%2C+CLARK+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 - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: January 31, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - VANCOUVER RAIL PROJECT, CITY OF VANCOUVER, CLARK COUNTY, WASHINGTON. [Part 1 of 1] T2 - VANCOUVER RAIL PROJECT, CITY OF VANCOUVER, CLARK COUNTY, WASHINGTON. AN - 36388212; 9164-020048_0001 AB - PURPOSE: The construction of a rail bypass around the Burlington Northern Santa Fe Railway Company's Vancouver yard in Clark County, Washington is proposed. Washington is incrementally upgrading its Amtrak Cascades intercity passenger rail service along the Pacific Northwest Rail Corridor in the western part of the state. The state's goal is to provide faster, safer, more frequent, and more reliable passenger rail service. In the 1990s, the Federal Railroad Administration designated the Pacific Northwest Rail Corridor as one of five high-speed rail corridors in the United States. Current freight operations at the rail yard result in passenger train delays as freight trains stack up in the yard and block movement of the faster moving passenger trains. The project study corridor extends from milepost 132.5 to milepost 136.5 on the Seattle-to-Portland mainline. This draft EIS considers a No Action Alternative (Alternative A) and two action alternatives. Under the proposed action, the existing Northern Pacific (NP) siding, located west of the double-track mainline would be rehabilitated. Along the entire alignment, the NP siding would either be rehabilitated or new track would be laid. In addition, turnouts would be constructed at various locations, and some existing turnouts would be eliminated. Retailing walls and fill would be incorporated throughout the alignment. Under Alternative B, the two bypass tracks would begin at milepost 134.5 on the eastern side of the rail line, continue southeast to West 39th Street, turn south along the western edge of the new Columbia Crest subdivision property line, turn west to cross Columbia Crest's southern cul-de-sac, continue parallel to the existing tracks at milepost 135.5, continue south under Forth Plain Boulevard and Mill Plain Boulevard until it reached a point near Jefferson Street, and turn east to join the existing Vancouver-Spokane mainline. The at-grade crossings at Jefferson Street, between Seventh and Eighth streets would be eliminated. Alternative I, the second action alternative, would involve construction of a double-track rail yard bypass east of the existing BNSF traks, but closer to the existing tracks than Alternative B. Either action alternative would include options to eliminate the at-grade crossing at 39th Street by either closing the street at the point of the crossing and/or providing for a vehicular and/or pedestrian/bicycle bridge over the rail line. Estimated completion date for the project is sometime late in the year 2003. Estimated costs of alternatives B and I range from $47 million to $55 million and from $50 million to $57 million, respectively, the ranges being based on the means by which the at-grade crossing at 39th Street is eliminated. POSITIVE IMPACTS: The bypass and associated rail facilities would eliminate freight congestion in the vicinity of the Vancouver yard in order to ensure schedule adherence for the Amtrak Cascades passenger rail service. The project would also eliminate the at-grade rail/highway crossings, providing a safer rail/highway relationship. Continued, high-quality freight operations would also be assured. Air quality in the area would improve due to decreased idling of trains, and decreased idling would reduce fuel consumption. Access for emergency vehicles would improve, and access to recreational facilities in the area would be safer. NEGATIVE IMPACTS: The project could require displacement of two residences and disruption of two others and would require displacement of 7.71 acres of woody vegetation and alter 1.44 acres of wetland buffers. If cut and fill were necessary, the resulting slopes could create ground instability. Stormwater runoff would increase somewhat. Residents of the Columbia Crest development could experience increased noise levels. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 020048, 332 pages, January 31, 2002 PY - 2002 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-02-01-D KW - Air Quality KW - Air Quality Assessments KW - Archaeological Sites Surveys KW - Cultural Resources Surveys KW - Energy Consumption KW - Energy Consumption Assessments KW - Forests KW - Geologic Surveys KW - Health Hazard Analyses KW - Historic Sites Surveys KW - Hydrologic Assessments KW - Noise KW - Noise Assessments KW - Railroads KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Socioeconomic Assessments KW - Soils Surveys KW - Vegetation KW - Vegetation Surveys KW - Visual Resources Surveys KW - Water Quality Assessments KW - Wetlands KW - Wildlife Surveys KW - Washington KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36388212?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-01-31&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=VANCOUVER+RAIL+PROJECT%2C+CITY+OF+VANCOUVER%2C+CLARK+COUNTY%2C+WASHINGTON.&rft.title=VANCOUVER+RAIL+PROJECT%2C+CITY+OF+VANCOUVER%2C+CLARK+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 - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: January 31, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TRUNK HIGHWAY (TH) 169 IN CROW WING AND MILLE LACS COUNTIES, MINNESOTA. [Part 1 of 1] T2 - TRUNK HIGHWAY (TH) 169 IN CROW WING AND MILLE LACS COUNTIES, MINNESOTA. AN - 36388068; 9162-020046_0001 AB - PURPOSE: The improvement of 22.7 miles of Trunk Highway (TH) 169 from TH 27 north of Onamia to the intersection of TH 18 and TH 6 northwest of the city of Barrison in Crow Wing and Mille Lacs counties, Minnesota is proposed. TH 169 is a major north-south highway within the Natinal Highway System, provides important linkage between Interstate 94 and the Twin Cities metropolitan area, north to the Central Lakes Region of Minnesota. It is also an important economic corridor connecting regional trade centers. Tourist travel along the study segment of TH 169 creates high season 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 it carries. Other highway characteristics demonstrating the need to improve TH 169 include high crash rates, a large number of direct access points, pedestrian safety hazards, and heavy congestion. The proposed improvements would include the construction of a four-lane limited-access highway between the project study termini. Six alternatives, including a No-Build Alternative (Alternative 1), are considered in this draft EIS. Build alternatives largely represent differences in alignment Depending on the build alternative selected, estimated cost of the project ranges from $100.5 million and $112.6 million and the benefit-cost ratio ranges from 0.6 to 2.4. POSITIVE IMPACTS: The project would increase the capacity of TH 169 and improve the facility's safety and design, maintaining movility and connectivity for highway users. NEGATIVE IMPACTS: Depending on the build alternative selected, rights-of-way requirements would result in the displacement of 210 to 1,100 acres of land overall, 51 to 88 residences, eight to 29 businesses, 0.5 to 17 acres of Tribal Trust land, 82.4 to 267 acres of wetlands, 37 to 69 prime farmland sites, and up to 1.5 acres of old-growth forest. Habitat for red-shoulder hawk, northern pike, bald eagles, and up to two state-listed protected plant species could be affected. Social impacts could include impacts to Native American community resources, burial sites, community accessibility, and the Onamia School complex. The faciity would encroach upon Kathio State Park and could affect Rum River State Forest, Pike Point boat landing/rest area, and the Garrison Concourse. Traffic-generated noise levels would exceed federal standards in the vicinity of 242 to 320 residential receptor sites during daytime hours and 401 to 469 residential receptor sites during nighttime hours. The increase in impervious surface would result in increased runoff that could affect sensitive lake ecologies in the corridor's drainage area. Two alternatives could affect the southern terminus of the Rum River, which is designated as a wild and scenic river. The project could affect five to 16 historic sites, three to 54 archaeological sites, the Kathio Historic District/National Historic Landmark, and the Mille Lacs Area Cultural Landscape. >From three to 11 mapped and an unknown number of unmapped contaminated sites would be encountered during construction. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (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: 020046, 258 pages and maps, January 31, 2002 PY - 2002 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-MN-EIS-02-01-D KW - Archaeological Sites KW - Cemeteries KW - Cultural Resources KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Fish KW - Forests KW - Highways KW - Historic Sites KW - Indian Reservations KW - Lakes KW - Noise Standards Violations KW - Parks KW - Recreation Facilities KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Water Quality KW - Wetlands KW - Wild and Scenic Rivers KW - Wildlife Habitat KW - Minnesota KW - Department of Transportation Act of 1966, Parks 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, Archaeological Sites KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36388068?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-01-31&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TRUNK+HIGHWAY+%28TH%29+169+IN+CROW+WING+AND+MILLE+LACS+COUNTIES%2C+MINNESOTA.&rft.title=TRUNK+HIGHWAY+%28TH%29+169+IN+CROW+WING+AND+MILLE+LACS+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 - Draft. Preparation date: January 31, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US 70: RUIDOSO DOWNS TO RIVERSIDE (MILE POST 264.5 TO 302), LINCOLN COUNTY, NEW MEXICO. AN - 36436535; 9161 AB - PURPOSE: The improvement of US 70 through the Hondo Valley in Lincoln County, New Mexico is proposed. The project would extend from Ruidoso Downs to a point two miles east of the community of Riverside (mile post 264.5 to mile post 302). Statistics compiled by state authorities show that this segment of US 70 has an accident rate of 1.22 per million vehicle miles, a rate that is almost twice the statewide average. The rate of fatal accidents along the segment of highway is twice the national average. Analysis of accident data revealed that a high percentage of accidents involved conflicts between through traffic and turning vehicles and failed passing maneuvers. Conditions affecting the highway that contribute to accidents include a large number of driveways and roadways that intersect with the highway, the lack of passing lanes and turning lanes, and inadequate signt distances due to the curvilinear alignment of the facility. Three alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS and are considered again in this final EIS of May 2001. Alternative 2 would involve reconstruction of the highway segment as a two-lane facility. Enhancements would include the addition of passing lanes, acceleration and deceleration lanes at major driveways, center-turn lanes at sstate and county roads, and continuous, consistent-width shoulders. Alternative 3, which is the preferred alternative, would reconstruct the facility as a continuous four-lane facility. Center left-turn lanes would be provided at the intersections of US 70 with US 380, New Mexico (NM) 395, NM 368, County Road 028, and the driveway entrance to the Hondo Valley School site in the community of Hondo. Bridges would be constructed across the Rio Ruidoso and Rio Bonito. A draft supplement to the draft EIS addressed public concerns regarding the need for and profisions for turning lanes; potential impacts to the acequia irrigation system and individual irrigation ditches, potential impacts to cultural resources and cultural landscapes, and potential impacts to communities within the study area. Estimated costs of alternatives 2 and 3 range from $78 million to $83 million and from $90 million to $95 million, respectively. POSITIVE IMPACTS: The project would improve the safety of travel on US 70 and facilitate the adopted economic development goals of the state. NEGATIVE IMPACTS: Acquisition of 149 acres of rights-of-way would result in the displacement four houses, one business, one fruit stand, six other buildings, and 3.8 acres of farmland. Loss of vegetation and cut slopes and fill embankments would affect the visual aesthetics of the corridor. Approximately 123 acres of wildlife habitat would be displaced. Two wetlands would be affected by small losses, and the facility would pass closely to nine other wetlands. Archaeological sites and two historic ditch systems would be affected, and buildings in proximity to the highway are either included in the National Register of Historic Places or eligible for inclusion. Noise standards would be violated at several sensitive receptor sites along the corridor. Social impacts associated with the project would disproportionately affect low-income persons and Hispanics. LEGAL MANDATES: National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft EIS and a supplement to the draft EIS, see 01-0326D, Volume 25, Number 3 and 02-0074D Volume 26, Number 1. JF - EPA number: 020045, 197 pages, January 30, 2002 PY - 2002 KW - Roads and Railroads KW - Air quality KW - Archaeological Sites KW - Bridges KW - Cost Assessments KW - Farmlands KW - Floodplains KW - Highways KW - Historic Sites KW - Minorities KW - Noise KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Vegetation KW - Visual Resources KW - Wetlands KW - Wildlife KW - Wildlife Habitat KW - New Mexico KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36436535?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-01-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+70%3A+RUIDOSO+DOWNS+TO+RIVERSIDE+%28MILE+POST+264.5+TO+302%29%2C+LINCOLN+COUNTY%2C+NEW+MEXICO.&rft.title=US+70%3A+RUIDOSO+DOWNS+TO+RIVERSIDE+%28MILE+POST+264.5+TO+302%29%2C+LINCOLN+COUNTY%2C+NEW+MEXICO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sante Fe, New Mexico; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: January 30, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US 70: RUIDOSO DOWNS TO RIVERSIDE (MILE POST 264.5 TO 302), LINCOLN COUNTY, NEW MEXICO. [Part 1 of 1] T2 - US 70: RUIDOSO DOWNS TO RIVERSIDE (MILE POST 264.5 TO 302), LINCOLN COUNTY, NEW MEXICO. AN - 36387555; 9161-020045_0001 AB - PURPOSE: The improvement of US 70 through the Hondo Valley in Lincoln County, New Mexico is proposed. The project would extend from Ruidoso Downs to a point two miles east of the community of Riverside (mile post 264.5 to mile post 302). Statistics compiled by state authorities show that this segment of US 70 has an accident rate of 1.22 per million vehicle miles, a rate that is almost twice the statewide average. The rate of fatal accidents along the segment of highway is twice the national average. Analysis of accident data revealed that a high percentage of accidents involved conflicts between through traffic and turning vehicles and failed passing maneuvers. Conditions affecting the highway that contribute to accidents include a large number of driveways and roadways that intersect with the highway, the lack of passing lanes and turning lanes, and inadequate signt distances due to the curvilinear alignment of the facility. Three alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS and are considered again in this final EIS of May 2001. Alternative 2 would involve reconstruction of the highway segment as a two-lane facility. Enhancements would include the addition of passing lanes, acceleration and deceleration lanes at major driveways, center-turn lanes at sstate and county roads, and continuous, consistent-width shoulders. Alternative 3, which is the preferred alternative, would reconstruct the facility as a continuous four-lane facility. Center left-turn lanes would be provided at the intersections of US 70 with US 380, New Mexico (NM) 395, NM 368, County Road 028, and the driveway entrance to the Hondo Valley School site in the community of Hondo. Bridges would be constructed across the Rio Ruidoso and Rio Bonito. A draft supplement to the draft EIS addressed public concerns regarding the need for and profisions for turning lanes; potential impacts to the acequia irrigation system and individual irrigation ditches, potential impacts to cultural resources and cultural landscapes, and potential impacts to communities within the study area. Estimated costs of alternatives 2 and 3 range from $78 million to $83 million and from $90 million to $95 million, respectively. POSITIVE IMPACTS: The project would improve the safety of travel on US 70 and facilitate the adopted economic development goals of the state. NEGATIVE IMPACTS: Acquisition of 149 acres of rights-of-way would result in the displacement four houses, one business, one fruit stand, six other buildings, and 3.8 acres of farmland. Loss of vegetation and cut slopes and fill embankments would affect the visual aesthetics of the corridor. Approximately 123 acres of wildlife habitat would be displaced. Two wetlands would be affected by small losses, and the facility would pass closely to nine other wetlands. Archaeological sites and two historic ditch systems would be affected, and buildings in proximity to the highway are either included in the National Register of Historic Places or eligible for inclusion. Noise standards would be violated at several sensitive receptor sites along the corridor. Social impacts associated with the project would disproportionately affect low-income persons and Hispanics. LEGAL MANDATES: National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft EIS and a supplement to the draft EIS, see 01-0326D, Volume 25, Number 3 and 02-0074D Volume 26, Number 1. JF - EPA number: 020045, 197 pages, January 30, 2002 PY - 2002 VL - 1 KW - Roads and Railroads KW - Air quality KW - Archaeological Sites KW - Bridges KW - Cost Assessments KW - Farmlands KW - Floodplains KW - Highways KW - Historic Sites KW - Minorities KW - Noise KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Vegetation KW - Visual Resources KW - Wetlands KW - Wildlife KW - Wildlife Habitat KW - New Mexico KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36387555?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-01-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+70%3A+RUIDOSO+DOWNS+TO+RIVERSIDE+%28MILE+POST+264.5+TO+302%29%2C+LINCOLN+COUNTY%2C+NEW+MEXICO.&rft.title=US+70%3A+RUIDOSO+DOWNS+TO+RIVERSIDE+%28MILE+POST+264.5+TO+302%29%2C+LINCOLN+COUNTY%2C+NEW+MEXICO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sante Fe, New Mexico; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: January 30, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CHICKAMAUGA LOCK, CHATTANOOGA, HAMILTON COUNTY, TENNESSEE (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF APRIL 1995). AN - 16344327; 9227 AB - PURPOSE: The remediation of structural problems at the Chickamauga Lock and Dam at mile 471 of the Tennessee River in Hamilton County, Tennessee is proposed. The facility, which lies approximately 13 miles upstream of the Port of Chattanooga, is one of the 10 multipurpose lock-and-dam projects comprising the Tennessee River navigation system maintained by the Tennessee Valley Authority (TVA). The lock is a single chamber facility measuring 60 feet by 360 feet. In 1999, approximately 2.3 million tons of commodities moved on the Upper Tennessee River navigation system, accounting for 6.5 percent of the entire Tennessee River system traffic. The lock and dam is plagued with "concrete growth" resulting from an alkali-aggregate reaction. This reaction creates a gel that absorbs moisture, swells, and expands the concrete. When the concrete is restrained, the growth increases internal stresses, which causes cracking and movement of the concrete monoliths. This movement causes equipment misalignment as well as structural instability. The growth is continuing, resulting in a significantly increased need for non-standard major maintenance. If current conditions prevail, the economic viability of the facility could end as early as in 2010. Moreover, the capacity of the lock does not meet the needs of modern barges of increasing size. Four alternatives, including a No Action Alternative, which would involve closure of the existing lock, are considered in this draft supplement to the March 1996 final EIS on the lock and dam issued by the TVA. The recommended plan would involve construction of a 100-foot by 600-foot lock. After completion of the new lock, the existing lock would be plugged and closed. Construction of the new lock would have to be initiated five years prior to the permanent closure of the existing lock if navigation is to be maintained on the upper Tennessee River. Cost of the project is estimated at $231 million, and the benefit-cost ratio is estimated at 2.8. POSITIVE IMPACTS: The new lock would increase the capacity of the existing lock, improve its reliability and safety, and reduce maintenance and repair costs associated with lock operations. Recreational boaters as well as operators of barges would benefit. NEGATIVE IMPACTS: Construction of the new lock would result in some loss of aquatic habitat and resident populations of freshwater mussels, including populations of two federal protected species, the pink mucket and the orange-foot pimpleback. The existing lock, which is listed on the National Register of Historic Places, would be modified. The new lock, like the existing lock, would hamper upstream migration of fish populations, though the new lock would do so to a lesser extent. 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.), Supplemental Appropriations Act of 2001, Tennessee Valley Authority Act of 1933 (16 U.S.C. 831 et seq.) Water Resources Act of 2000 PRIOR REFERENCES: For the abstracts of the draft and final EISs issued by the TVA, see 95-0279D, Volume 19, Number 3 and 96-0198F, Volume 20, Number 2. JF - EPA number: 010546, 266 pages and maps, CD-ROM attached, January 29, 2002 PY - 2002 KW - Water KW - Air Quality KW - Barges KW - Biologic Assessments KW - Cultural Resources KW - Dams KW - Dredging KW - Endangered Species (Animals) KW - Fish KW - Land Use KW - Navigation KW - Recreation KW - Safety KW - Section 404(b) Statements KW - Transportation KW - Waterways KW - Tennessee KW - Tennessee River KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16344327?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-01-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CHICKAMAUGA+LOCK%2C+CHATTANOOGA%2C+HAMILTON+COUNTY%2C+TENNESSEE+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+APRIL+1995%29.&rft.title=CHICKAMAUGA+LOCK%2C+CHATTANOOGA%2C+HAMILTON+COUNTY%2C+TENNESSEE+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+APRIL+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Tennessee Valley Authority, Knoxville, Tennessee; ARMY N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: January 29, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - M-15 FROM I-75 TO I-69, OAKLAND AND GENESEE COUNTIES, MICHIGAN. AN - 36439628; 9155 AB - PURPOSE: The improvement of 20 miles of Michigan Route 15 (M-15) between Interstate 75 (I-75) and I 69 in Oakland and Gennessee counties, Michigan is proposed. M-15 is a two-lane rural highway with narrow shoulders and ditch drainage throughout most of its length. From Hubbard Road south to I-75, additional lanes are provided for right- and left-turn movements. From Cramberry Lake Road south, two through lanes are provided in each direction to match the cross-section of the bridge over I-75. Historically, the M-15 corridor was a low-density rural corridor with development focused around the communities of Ortonville and Goodrich. Rapid growth in the two counties due to rapid economic expansion has resulted in the need to improve regional transportation facilities. The villages of Ortonville and Goodrich adjoin M-15. In each case, most of the downtown area is off-line on a major crossroad. The proposed project would reconstruct M-15 to create two through travel lanes in each direction. Alternatives considered in this draft EIS include a No Action Alternative, reconstruction of M-15 along the existing alignment, and new alignment alternatives. The preferred alternative is a mix of narrow boulevard, very narrow boulevard, and five-lane highway. Ramp modifications would take place at the I-75 interchange, but no changes would be undertaken at the interchange with I-69. Estimated cost of the project is $132.9 million. POSITIVE IMPACTS: The preferred alternative would provide for the needed additional capacity within the corridor and maximize safety and traffic flow, while minimizing impacts to wetlands and historic resources. The alternative would be consistent with area planning documents, particularly those emphasizing improved access control in the corridor. Improved traffic flow would reduce emissions of air pollutants. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 38 residential units and 40 businesses employing 200 workers. Tax base losses from rights-of-way acquisition would represent 0.014 percent of the property tax collected in the townships and villages affected. The project would also displace 13.4 acres of wetlands, including 2.5 acres of palustrine forested and lake fringe wetlands and 10.9 acres of palustrine open-water, emergent, and shrub-scrub wetlands. Traffic-generated noise would exceed federal standards at 175 residential sites, whereas the No Action Alternative would only have such impacts on 145 sites. The alignment of the facility would cross one lake, two ponds, four perennial streams, six intermittent streams, and five county drains. The facility would lie in an area providing habitat for one state-listed threatened species and three species of statewide special concern. Twelve historic sites potentially eligible for listing in the National Register of Historic Places would be affected. Construction activities could encounter as many as 31 hazardous materials sites. One sewer line would have to be relocated. 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: 020038, 231 pages, January 25, 2002 PY - 2002 KW - Roads and Railroads KW - Agency number: FHWA-MI-EIS-01-02-D KW - Air Quality KW - Air Quality Assessments KW - Archaeological Sites Surveys KW - Endangered Species (Animals) KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Historic Sites Surveys KW - Noise Assessments KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Traffic Analyses KW - Wetlands KW - Wildlife Surveys 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 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36439628?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-01-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=M-15+FROM+I-75+TO+I-69%2C+OAKLAND+AND+GENESEE+COUNTIES%2C+MICHIGAN.&rft.title=M-15+FROM+I-75+TO+I-69%2C+OAKLAND+AND+GENESEE+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 - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: January 25, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - M-15 FROM I-75 TO I-69, OAKLAND AND GENESEE COUNTIES, MICHIGAN. [Part 1 of 1] T2 - M-15 FROM I-75 TO I-69, OAKLAND AND GENESEE COUNTIES, MICHIGAN. AN - 36379542; 9155-020038_0001 AB - PURPOSE: The improvement of 20 miles of Michigan Route 15 (M-15) between Interstate 75 (I-75) and I 69 in Oakland and Gennessee counties, Michigan is proposed. M-15 is a two-lane rural highway with narrow shoulders and ditch drainage throughout most of its length. From Hubbard Road south to I-75, additional lanes are provided for right- and left-turn movements. From Cramberry Lake Road south, two through lanes are provided in each direction to match the cross-section of the bridge over I-75. Historically, the M-15 corridor was a low-density rural corridor with development focused around the communities of Ortonville and Goodrich. Rapid growth in the two counties due to rapid economic expansion has resulted in the need to improve regional transportation facilities. The villages of Ortonville and Goodrich adjoin M-15. In each case, most of the downtown area is off-line on a major crossroad. The proposed project would reconstruct M-15 to create two through travel lanes in each direction. Alternatives considered in this draft EIS include a No Action Alternative, reconstruction of M-15 along the existing alignment, and new alignment alternatives. The preferred alternative is a mix of narrow boulevard, very narrow boulevard, and five-lane highway. Ramp modifications would take place at the I-75 interchange, but no changes would be undertaken at the interchange with I-69. Estimated cost of the project is $132.9 million. POSITIVE IMPACTS: The preferred alternative would provide for the needed additional capacity within the corridor and maximize safety and traffic flow, while minimizing impacts to wetlands and historic resources. The alternative would be consistent with area planning documents, particularly those emphasizing improved access control in the corridor. Improved traffic flow would reduce emissions of air pollutants. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 38 residential units and 40 businesses employing 200 workers. Tax base losses from rights-of-way acquisition would represent 0.014 percent of the property tax collected in the townships and villages affected. The project would also displace 13.4 acres of wetlands, including 2.5 acres of palustrine forested and lake fringe wetlands and 10.9 acres of palustrine open-water, emergent, and shrub-scrub wetlands. Traffic-generated noise would exceed federal standards at 175 residential sites, whereas the No Action Alternative would only have such impacts on 145 sites. The alignment of the facility would cross one lake, two ponds, four perennial streams, six intermittent streams, and five county drains. The facility would lie in an area providing habitat for one state-listed threatened species and three species of statewide special concern. Twelve historic sites potentially eligible for listing in the National Register of Historic Places would be affected. Construction activities could encounter as many as 31 hazardous materials sites. One sewer line would have to be relocated. 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: 020038, 231 pages, January 25, 2002 PY - 2002 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-MI-EIS-01-02-D KW - Air Quality KW - Air Quality Assessments KW - Archaeological Sites Surveys KW - Endangered Species (Animals) KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Historic Sites Surveys KW - Noise Assessments KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Traffic Analyses KW - Wetlands KW - Wildlife Surveys 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 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36379542?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-01-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=M-15+FROM+I-75+TO+I-69%2C+OAKLAND+AND+GENESEE+COUNTIES%2C+MICHIGAN.&rft.title=M-15+FROM+I-75+TO+I-69%2C+OAKLAND+AND+GENESEE+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 - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: January 25, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BAYOU BARATARIA BRIDGE REPLACEMENT, ROUTE LA 302, JEFFERSON PARISH, LOUISIANA (STATE PROJECT NO 700-26-0239; FEDERAL AID PROJECT NO HP-T021(015)). AN - 36410540; 9148 AB - PURPOSE: The replacement of the existing Louisiana Route (LA) 302 bridge across Bayou Barataria between the cities of Jean Lafitte and Barataria in Jefferson Parish, Louisiana is proposed. The existing bridge, which is structurally deficient, is a 507-foot-long low-level swing bridge built in 1948 to join LA 45 (Jean Lafitte Boulevard) with LA 3257 (Privateer Boulevard). The bridge provides five to seven feet of vertical clearance when closed to marine traffic. When open, the bridge provides a 75-foot horizontal passageway with unlimited vertical clearance within the 12-foot-deep maintained channel. The proposed bridge would be a mid-level, bascule bridge that would provide 45-feet of vertical clearance when closed and 150 feet of horizontal clearance when open to marine traffic. In addition to the No-Build Alternative, this draft EIS considers three build alternatives. Estimated costs of the build alternatives range from $24.2 million to $25.7 million. POSITIVE IMPACTS: The replacement bridge would improve marine and land-based traffic movements. When open to marine traffic, the new bridge would present no vertical height restriction to marine traffic on Bayou Barataria between the Intracoastal Waterway and the Gulf of Mexico. Even when closed to marine traffic, the vertical clearance of the structure would allow more than 90 percent of the existing marine traffic to pass beneath the replacement bridge without interfering with land-based traffic. Additional benefits of the replacement bridge would include improved hurricane evacuation capability for Barataria and an economic stimulus to the local shipbuilding and repair industry. NEGATIVE IMPACTS: The project would result in the conversion of four to seven acres of forested wetland to scrub-scrub wetland. Direct impacts to emergent and shrub-scrub wetland habitat would be minimal. However, it the current trends of compaction and subsidence continue in the vicinity of the project, some of the habitat directly beneath the bridge structure could become unvegetated mudflat habitat. Permanent fill impacts to wetlands would be less than 0.1 acre, and the project would impact less than 0.1 acres of essential fish habitat. Further studies will be undertaken to determine potential impacts to cultural resources. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and General Bridge Act of 1946 (33 U.S.C. 535). JF - EPA number: 020031, 201 pages and maps, January 22, 2002 PY - 2002 KW - Roads and Railroads KW - Agency number: FHWA-LA-EIS-01-02-D KW - Air Quality KW - Bridges KW - Cultural Resources KW - Fish KW - Highways KW - Highway Structures KW - Land Use KW - Navigation KW - Noise KW - Recreation KW - Subsidence KW - Traffic Analyses KW - Water Quality KW - Wetlands KW - Wildlife KW - Louisiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36410540?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-01-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BAYOU+BARATARIA+BRIDGE+REPLACEMENT%2C+ROUTE+LA+302%2C+JEFFERSON+PARISH%2C+LOUISIANA+%28STATE+PROJECT+NO+700-26-0239%3B+FEDERAL+AID+PROJECT+NO+HP-T021%28015%29%29.&rft.title=BAYOU+BARATARIA+BRIDGE+REPLACEMENT%2C+ROUTE+LA+302%2C+JEFFERSON+PARISH%2C+LOUISIANA+%28STATE+PROJECT+NO+700-26-0239%3B+FEDERAL+AID+PROJECT+NO+HP-T021%28015%29%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 - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: January 22, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - LOS ANGELES EASTSIDE CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA (FINAL SUPPLEMENTAL ENVIRONMENTAL IMPACT STATEMENT/FINAL SUBSEQUENT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1994). AN - 36419174; 9137 AB - PURPOSE: The construction of a rail extension of the Los Angeles Metro Rail Red Line through the city's Eastside Corridor, from Union Station in the central business district to Beverly and Atlantic boulevards in Los Angeles, California, is proposed. Ten alternatives, including a No-Build Alternative (Alternative 1), a Transportation Systems Management Plan (Alternative 2), and eight full-length Eastside Corridor rail transit alternatives, each having a different physical alignment and number of stations, were described in the draft EIS of April 1993. Only the No Action Alternative and the locally preferred alternative were considered in detail in this final EIS of September 1994. This final supplemental EIS focuses on the impacts of the proposed project and three transition options on Indiana Street between the intersection of First and Lorena streets and Third and Rowan streets. In addition, environmental and cost comparisons are presented for three candidate maintenance and storage facilities to be used to house the 25 new light rail transit vehicles that would be required during the operation phase. Under the preferred alternative, the six-mile light rail transit facility would have a dual-track configuration within aerial, at-grade, and subway sections. The LRT would begin at Los Angeles Union Station, cross over US 101 on a 1,000-foot aerial structure, gradually descend to become an at-grade segment near Alameda Street, continue south along Alameda Street, turn east on First Street at grade to Clarence Street in Boyle Heights, where it would transition to a subway segment and proceed beneath or adjacent to First Street for 1.8 miles east to just west of Lorean Street in Boyle Heights. Three options, involving at-grade or subway approaches, are considered for the section from Lorena Street to Hicks Avenue intersection of Beverly and Atlantic boulevards. From Hicks Avenue, the alignment continues east on Third Street at grade to Beverly Boulevard, where it turns to the southeast and continues for a short distance on Beverly Boulevard to a point just east of Atlantic Boulevard. Eight stations would be provided, and the system would be supported by bus services. Depending on the LRT option considered, the capital cost estimates range from $738.8 million to $822.3 million. POSITIVE IMPACTS: The rail line would provide passengers with through-service to the city's west side and north side without the need to transfer at Union Station. Surface traffic in a very congested region would be reduced, with an attendant improvement in air quality. The project would increase construction employment rolls significantly and would also provide indirect economic benefits due to construction and operation expenditures. The aerial structure would significantly alter the visual aesthetics of the area. NEGATIVE IMPACTS: Rights-of-way acquisition would result in displacement of 10 multi-family and eight single-family residential units, 20 businesses, one former medical clinic, one vacant building, two to seven vacant lots, part of another vacant lot, and portions of an impound lot and six parking lots as well as numerous other parking spaces, and possibly Ramona High School. The high housing demand and low vacancy rate in the area would limit the availability of comparable replacement housing, resulting in the need for some residents to relocate outside the corridor. Four identified archaeological sites and 10 areas characterized by a high probability of archaeological resources are located within the construction corridor. Traffic congestion impacts would be significant at several intersections. Tunneling during construction of the subway could result in destruction of paleontological resources. Construction activities would result in loss of parking spaces, traffic lane closures, potential bus stop relocations, partial daytime sidewalk closures, full closures of sidewalks at night, alteration of traffic flows, emissions of air pollutants and noise, and ground vibration. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Intermodal Surface Transportation Efficiency 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). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 93-0122D, Volume 17, Number 2 and 94-0409F, Volume 18, Number 5. For the abstract of the draft supplement, see 01-0196D, Volume 25, Number 2. JF - EPA number: 020020, Volume I--861 pages, Volume II--902 pages and maps, January 11, 2002 PY - 2002 KW - Roads and Railroads KW - Air Quality KW - Archaeological Sites KW - Commercial Zones KW - Cost Assessments KW - Geologic Assessments KW - Noise KW - Paleontological Sites KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Water Resources KW - California KW - Department of Transportation Act of 1966, Archaeological Sites KW - Intermodal Surface Transportation Efficiency Act of 1991, 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/36419174?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=LOS+ANGELES+EASTSIDE+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA+%28FINAL+SUPPLEMENTAL+ENVIRONMENTAL+IMPACT+STATEMENT%2FFINAL+SUBSEQUENT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1994%29.&rft.title=LOS+ANGELES+EASTSIDE+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA+%28FINAL+SUPPLEMENTAL+ENVIRONMENTAL+IMPACT+STATEMENT%2FFINAL+SUBSEQUENT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1994%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: January 11, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ROUTE 475 (KNOXVILLE BELTWAY), FROM INTERSTATE 75 SOUTH OF KNOXVILLE TO INTERSTATE 75 NORTH OF KNOXVILLE, IN LOUDON, ROANE, ANDERSON, AND KNOX COUNTIES, TENNESSEE. AN - 36410391; 9119 AB - PURPOSE: The construction of approximately 39 miles of fully access controlled, four-lane divided highway, largely on new location, from Interstate 75 (I-75) in Loudon County through Roane and Anderson counties to I-75 in Knox County, Tennessee is proposed. The highway would be an independently viable section of a beltway that would eventually connect to I-40 east of Knoxville. The 39-mile facility, to be known as Route 475, would lie within a minimum rights-of-way of 300 feet and have a design speed of 70 miles per hour. A 48-foot depressed median would separate two 12-foot traffic lanes in each direction along the new alignment. The travel lanes would be flanked by 12-foot outside shoulders and six-foot inside shoulders. The facility would begin at I-75 approximately 5.8 miles southwest of the I-40/I-75 merge southwest of Knoxville near Lenoir City and extend in a northeasterly direction to I-75 approximately three miles northwest of the I-75/State Route 61 interchange north of Knoxville near the city of Norris. Three build alternatives and a No Action Alternative are considered in this draft EIS. One build alternative would follow a new alignment for its entire length and provide for two new crossings of the Clinch River. The two other build alternatives would utilize a combination of existing highway alignment and new alignment and provide for no new crossings of the Clinch River. Interchanges would be provided at I-75, I-40, intersecting state routes, and other selected intersection highways. Grade separations or overpasses would be provided at other selected intersecting roadways. Some minor intersecting roadways would be relocated or discontinued. Where required, access to existing development would be maintained via frontage roads and service drives. All railroad crossings would be grade separated. Estimated costs of the project range from $253.6 million to $411.7 million, depending on the alternative considered. POSITIVE IMPACTS: The new facility would improve safety and traffic operating conditions in the Knoxville area, improve circulation within the region, improve regional accessibility to the project area, reduce travel time and distances, and result in long-term energy savings. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 59 to 116 residences, five to seven businesses, and one or two nonprofit organizations. In addition, the project would affect 0.6 to 2.2 miles of floodplain land, 3.8 to 18.8 acres of wetland, 981.8 to 1,486.2 acres of forest, 135 to 1,100 feet of stream, 19 to 30 archaeological sites, and 89 to 107 acres of prime farmland. Traffic-generated noise would exceed federal standards at 126 to 450 residential receptor sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 020002, 467 pages and maps, January 3, 2002 PY - 2002 KW - Roads and Railroads KW - Agency number: FHWA-TN-EIS-01-02-D KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Railroad Structures KW - Relocations-Property Acquisitions KW - Safety KW - Wetlands KW - Wildlife Habitat KW - Tennessee KW - General Bridge Act of 1946, Coast Guard Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Water Pollution Control Act of 1972, NPDES 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/36410391?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-01-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ROUTE+475+%28KNOXVILLE+BELTWAY%29%2C+FROM+INTERSTATE+75+SOUTH+OF+KNOXVILLE+TO+INTERSTATE+75+NORTH+OF+KNOXVILLE%2C+IN+LOUDON%2C+ROANE%2C+ANDERSON%2C+AND+KNOX+COUNTIES%2C+TENNESSEE.&rft.title=ROUTE+475+%28KNOXVILLE+BELTWAY%29%2C+FROM+INTERSTATE+75+SOUTH+OF+KNOXVILLE+TO+INTERSTATE+75+NORTH+OF+KNOXVILLE%2C+IN+LOUDON%2C+ROANE%2C+ANDERSON%2C+AND+KNOX+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: January 3, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - U.S. ROUTE 65, COUNTY ROAD 65-122 SOUTH TO ROUTE EE DALLAS COUNTY MISSOURI (JOB NUMBER J8P0514). AN - 36410278; 9120 AB - PURPOSE: The improvement of U.S. 65 to expressway and freeway standards, including the relocation of the facility to new alignment west of Buffalo, in Dallas County, Missouri is proposed. The existing facility is characterized by inadequate design and capacity and a high accident rate. The improved 9.74-mile facility would extend from County Road 65-122 south of Louisburg, at a point three miles north of Route C, to a point just north of Route EE south of Buffalo. The facility would be a four-lane highway with a design speed of 70 miles per hour within a freeway right-of-way from south of Buffalo to Route C north of Buffalo. From Route C north to the project terminus, the improvements would lie within an expressway right-of-way. An interchange would be constructed at the intersection of U.S. 65 and State Route (SR) 32, west of Buffalo. This final EIS considers a No-Build Alternative, a Transportation System Management alternative, and three build alternatives; the configuration and placement of the connectors allow for an additional four build alternatives along with the three original build alternatives for a total of seven build alternatives. The preferred alternative (Alternative C-5-A) would constitute a combination of segments of other alternatives. Estimated cost of the preferred alternative is $36.5 million, including $33.2 million in construction costs and $3.3 million in rights-of-way costs. POSITIVE IMPACTS: The improved facility would enhance traffic movement and reduce accidents within the corridor. Linkage to other regional and local routes would be improved. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 14 residences and 393.4 acres of farmland. The project would also displace 7.9 acres of wetlands and encroach on 12 acres of floodplain land. Highway structures would degrade the visual environment. 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 00-0212D, Volume 24, Number 2. JF - EPA number: 020003, 116 pages and map supplement, January 3, 2002 PY - 2002 KW - Roads and Railroads KW - Agency number: FHWA-MO-EIS-99-02-F KW - Air Quality KW - Cost Assessments KW - Cultural Resources KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Land Use KW - Noise KW - Relocations-Property Acquisitions KW - Socioeconomic Assessments KW - Transportation KW - Visual Resources KW - Wetlands KW - Missouri KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36410278?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-01-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=U.S.+ROUTE+65%2C+COUNTY+ROAD+65-122+SOUTH+TO+ROUTE+EE+DALLAS+COUNTY+MISSOURI+%28JOB+NUMBER+J8P0514%29.&rft.title=U.S.+ROUTE+65%2C+COUNTY+ROAD+65-122+SOUTH+TO+ROUTE+EE+DALLAS+COUNTY+MISSOURI+%28JOB+NUMBER+J8P0514%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Jefferson City, Missouri; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: January 3, 2002 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - Methane-enhanced in situ biological degradation of chlorinated hydrocarbons; a case study AN - 855196391; 2011-025161 JF - International Conference on Remediation of Chlorinated and Recalcitrant Compounds AU - Andrews, Scott D AU - Mahaffey, William R AU - Barlock, Vince AU - Santangelo-Dreiling, Theresa A2 - Gavaskar, Arun R. A2 - Chen, Abraham S. C. Y1 - 2002 PY - 2002 DA - 2002 SP - Paper 2B EP - 55 PB - Battelle Press, Columbus, OH VL - 3 KW - United States KW - chlorinated hydrocarbons KW - Denver County Colorado KW - contaminant plumes KW - halogens KW - aliphatic hydrocarbons KW - observation wells KW - bromide ion KW - remediation KW - ground water KW - substrates KW - laboratory studies KW - fluid injection KW - Denver Colorado KW - halogenated hydrocarbons KW - hydraulic fracturing KW - leaking underground storage tanks KW - biodegradation KW - experimental studies KW - monitoring KW - methane KW - in situ KW - oxidation KW - injection KW - pollution KW - alkanes KW - bromine KW - aquifers KW - case studies KW - organic compounds KW - hydrocarbons KW - hydraulic conductivity KW - Colorado KW - 22:Environmental geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/855196391?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=International+Conference+on+Remediation+of+Chlorinated+and+Recalcitrant+Compounds&rft.atitle=Methane-enhanced+in+situ+biological+degradation+of+chlorinated+hydrocarbons%3B+a+case+study&rft.au=Andrews%2C+Scott+D%3BMahaffey%2C+William+R%3BBarlock%2C+Vince%3BSantangelo-Dreiling%2C+Theresa&rft.aulast=Andrews&rft.aufirst=Scott&rft.date=2002-01-01&rft.volume=3&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=International+Conference+on+Remediation+of+Chlorinated+and+Recalcitrant+Compounds&rft.issn=&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - Third international conference on Remediation of chlorinated and recalcitrant compounds N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2011-01-01 N1 - PubXState - OH N1 - Document feature - illus. incl. sketch map N1 - Last updated - 2012-06-07 N1 - CODEN - #05518 N1 - SubjectsTermNotLitGenreText - aliphatic hydrocarbons; alkanes; aquifers; biodegradation; bromide ion; bromine; case studies; chlorinated hydrocarbons; Colorado; contaminant plumes; Denver Colorado; Denver County Colorado; experimental studies; fluid injection; ground water; halogenated hydrocarbons; halogens; hydraulic conductivity; hydraulic fracturing; hydrocarbons; in situ; injection; laboratory studies; leaking underground storage tanks; methane; monitoring; observation wells; organic compounds; oxidation; pollution; remediation; substrates; United States ER - TY - JOUR T1 - The Red Top landslide at American Canyon, Solano County, California AN - 51639550; 2006-012077 JF - Annual Meeting - Association of Engineering Geologists AU - Heyes, David G AU - Whitman, Thomas G AU - Luce, Gary AU - Buchanan, Kelvin J Y1 - 2002 PY - 2002 DA - 2002 SP - 67 EP - 68 PB - Association of Engineering Geologists, [location varies] VL - 45 SN - 0375-572X, 0375-572X KW - United States KW - California KW - landslides KW - Coast Ranges KW - Red Top landslide KW - rainfall KW - mass movements KW - Central California KW - Solano County California KW - American Canyon KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51639550?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Annual+Meeting+-+Association+of+Engineering+Geologists&rft.atitle=The+Red+Top+landslide+at+American+Canyon%2C+Solano+County%2C+California&rft.au=Heyes%2C+David+G%3BWhitman%2C+Thomas+G%3BLuce%2C+Gary%3BBuchanan%2C+Kelvin+J&rft.aulast=Heyes&rft.aufirst=David&rft.date=2002-01-01&rft.volume=45&rft.issue=&rft.spage=67&rft.isbn=&rft.btitle=&rft.title=Annual+Meeting+-+Association+of+Engineering+Geologists&rft.issn=0375572X&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - AEG's 45th annual meeting and AIPG's 39th annual meeting N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2006-01-01 N1 - Last updated - 2012-06-07 N1 - CODEN - CAGPAV N1 - SubjectsTermNotLitGenreText - American Canyon; California; Central California; Coast Ranges; landslides; mass movements; rainfall; Red Top landslide; Solano County California; United States ER - TY - JOUR T1 - Air voids in hardened PCCP; comparing inspection techniques AN - 51638359; 2006-012183 JF - Annual Meeting - Association of Engineering Geologists AU - Smith, Barbara J AU - Pollock, Ralph G AU - Luce, Gary AU - Buchanan, Kelvin J Y1 - 2002 PY - 2002 DA - 2002 SP - 85 EP - 86 PB - Association of Engineering Geologists, [location varies] VL - 45 SN - 0375-572X, 0375-572X KW - imagery KW - air KW - analysis KW - construction materials KW - concrete KW - rock mechanics KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51638359?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Annual+Meeting+-+Association+of+Engineering+Geologists&rft.atitle=Air+voids+in+hardened+PCCP%3B+comparing+inspection+techniques&rft.au=Smith%2C+Barbara+J%3BPollock%2C+Ralph+G%3BLuce%2C+Gary%3BBuchanan%2C+Kelvin+J&rft.aulast=Smith&rft.aufirst=Barbara&rft.date=2002-01-01&rft.volume=45&rft.issue=&rft.spage=85&rft.isbn=&rft.btitle=&rft.title=Annual+Meeting+-+Association+of+Engineering+Geologists&rft.issn=0375572X&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - AEG's 45th annual meeting and AIPG's 39th annual meeting N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2006-01-01 N1 - Last updated - 2012-06-07 N1 - CODEN - CAGPAV N1 - SubjectsTermNotLitGenreText - air; analysis; concrete; construction materials; imagery; rock mechanics ER - TY - JOUR T1 - Recent findings with respect to liquefaction of sand via triaxial test and implications relative to field behavior AN - 51638220; 2006-012143 JF - Annual Meeting - Association of Engineering Geologists AU - Nguyen, Tung AU - Palmer, Jeff AU - Norris, Gary AU - Ashour, Mohamed AU - Elfass, Sherif AU - Luce, Gary AU - Buchanan, Kelvin J Y1 - 2002 PY - 2002 DA - 2002 SP - 79 PB - Association of Engineering Geologists, [location varies] VL - 45 SN - 0375-572X, 0375-572X KW - soil mechanics KW - sand KW - clastic sediments KW - pore pressure KW - stress KW - sediments KW - liquefaction KW - triaxial tests KW - measurement KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51638220?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Annual+Meeting+-+Association+of+Engineering+Geologists&rft.atitle=Recent+findings+with+respect+to+liquefaction+of+sand+via+triaxial+test+and+implications+relative+to+field+behavior&rft.au=Nguyen%2C+Tung%3BPalmer%2C+Jeff%3BNorris%2C+Gary%3BAshour%2C+Mohamed%3BElfass%2C+Sherif%3BLuce%2C+Gary%3BBuchanan%2C+Kelvin+J&rft.aulast=Nguyen&rft.aufirst=Tung&rft.date=2002-01-01&rft.volume=45&rft.issue=&rft.spage=79&rft.isbn=&rft.btitle=&rft.title=Annual+Meeting+-+Association+of+Engineering+Geologists&rft.issn=0375572X&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - AEG's 45th annual meeting and AIPG's 39th annual meeting N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2006-01-01 N1 - Last updated - 2012-06-07 N1 - CODEN - CAGPAV N1 - SubjectsTermNotLitGenreText - clastic sediments; liquefaction; measurement; pore pressure; sand; sediments; soil mechanics; stress; triaxial tests ER - TY - JOUR T1 - Seismic hazard estimates for bridge engineering in California AN - 51636897; 2006-012138 JF - Annual Meeting - Association of Engineering Geologists AU - Mualchin, L AU - Luce, Gary AU - Buchanan, Kelvin J Y1 - 2002 PY - 2002 DA - 2002 SP - 78 PB - Association of Engineering Geologists, [location varies] VL - 45 SN - 0375-572X, 0375-572X KW - United States KW - California KW - geologic hazards KW - San Fernando earthquake 1971 KW - ground motion KW - mapping KW - bridges KW - seismic response KW - earthquakes KW - design KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51636897?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Annual+Meeting+-+Association+of+Engineering+Geologists&rft.atitle=Seismic+hazard+estimates+for+bridge+engineering+in+California&rft.au=Mualchin%2C+L%3BLuce%2C+Gary%3BBuchanan%2C+Kelvin+J&rft.aulast=Mualchin&rft.aufirst=L&rft.date=2002-01-01&rft.volume=45&rft.issue=&rft.spage=78&rft.isbn=&rft.btitle=&rft.title=Annual+Meeting+-+Association+of+Engineering+Geologists&rft.issn=0375572X&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - AEG's 45th annual meeting and AIPG's 39th annual meeting N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2006-01-01 N1 - Last updated - 2012-06-07 N1 - CODEN - CAGPAV N1 - SubjectsTermNotLitGenreText - bridges; California; design; earthquakes; geologic hazards; ground motion; mapping; San Fernando earthquake 1971; seismic response; United States ER - TY - JOUR T1 - Gigantic seismogenic rock avalanches and flow slides of Summer Lake basin, Oregon AN - 51636167; 2006-011999 JF - Annual Meeting - Association of Engineering Geologists AU - Badger, Thomas C AU - Luce, Gary AU - Buchanan, Kelvin J Y1 - 2002 PY - 2002 DA - 2002 SP - 54 PB - Association of Engineering Geologists, [location varies] VL - 45 SN - 0375-572X, 0375-572X KW - United States KW - avalanches KW - Oregon KW - landslides KW - Summer Lake basin KW - mass movements KW - ground motion KW - liquefaction KW - half grabens KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51636167?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Annual+Meeting+-+Association+of+Engineering+Geologists&rft.atitle=Gigantic+seismogenic+rock+avalanches+and+flow+slides+of+Summer+Lake+basin%2C+Oregon&rft.au=Badger%2C+Thomas+C%3BLuce%2C+Gary%3BBuchanan%2C+Kelvin+J&rft.aulast=Badger&rft.aufirst=Thomas&rft.date=2002-01-01&rft.volume=45&rft.issue=&rft.spage=54&rft.isbn=&rft.btitle=&rft.title=Annual+Meeting+-+Association+of+Engineering+Geologists&rft.issn=0375572X&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - AEG's 45th annual meeting and AIPG's 39th annual meeting N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2006-01-01 N1 - Last updated - 2012-06-07 N1 - CODEN - CAGPAV N1 - SubjectsTermNotLitGenreText - avalanches; ground motion; half grabens; landslides; liquefaction; mass movements; Oregon; Summer Lake basin; United States ER - TY - JOUR T1 - AEG's 45th annual meeting and AIPG's 39th annual meeting AN - 51635895; 2006-012110 JF - Annual Meeting - Association of Engineering Geologists AU - Lane, Richard M AU - Luce, Gary AU - Buchanan, Kelvin J Y1 - 2002 PY - 2002 DA - 2002 SP - 73 PB - Association of Engineering Geologists, [location varies] VL - 45 SN - 0375-572X, 0375-572X KW - United States KW - stabilization KW - Merrimack County New Hampshire KW - monitoring KW - New London New Hampshire KW - New Hampshire KW - sampling KW - metals KW - thorium KW - mineralization KW - testing KW - uranium KW - construction KW - actinides KW - roads KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51635895?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Annual+Meeting+-+Association+of+Engineering+Geologists&rft.atitle=AEG%27s+45th+annual+meeting+and+AIPG%27s+39th+annual+meeting&rft.au=Lane%2C+Richard+M%3BLuce%2C+Gary%3BBuchanan%2C+Kelvin+J&rft.aulast=Lane&rft.aufirst=Richard&rft.date=2002-01-01&rft.volume=45&rft.issue=&rft.spage=73&rft.isbn=&rft.btitle=&rft.title=Annual+Meeting+-+Association+of+Engineering+Geologists&rft.issn=0375572X&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - AEG's 45th annual meeting and AIPG's 39th annual meeting N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2006-01-01 N1 - Last updated - 2012-06-07 N1 - CODEN - CAGPAV N1 - SubjectsTermNotLitGenreText - actinides; construction; Merrimack County New Hampshire; metals; mineralization; monitoring; New Hampshire; New London New Hampshire; roads; sampling; stabilization; testing; thorium; United States; uranium ER - TY - JOUR T1 - Buried utilities for Alaska; dewater or winter work? AN - 51170567; 2002-042987 JF - Proceedings of the International Symposium on Cold Regions Engineering AU - Hulsey, J Leroy AU - Raad, Nada I AU - Saboundjian, Steve AU - Brand, Randy A2 - Merrill, Kelly S. Y1 - 2002 PY - 2002 DA - 2002 SP - 1035 EP - 1046 PB - ASCE, American Society of Civil Engineers, Reston, VA VL - 11 SN - 0270-546X, 0270-546X KW - United States KW - soils KW - Fairbanks Alaska KW - pollutants KW - pollution KW - remediation KW - ground water KW - cold weather construction KW - water table KW - waste management KW - organic compounds KW - East-Central Alaska KW - underground installations KW - hydrocarbons KW - dewatering KW - Alaska KW - waste disposal KW - frozen ground KW - construction KW - design KW - 22:Environmental geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51170567?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Proceedings+of+the+International+Symposium+on+Cold+Regions+Engineering&rft.atitle=Buried+utilities+for+Alaska%3B+dewater+or+winter+work%3F&rft.au=Hulsey%2C+J+Leroy%3BRaad%2C+Nada+I%3BSaboundjian%2C+Steve%3BBrand%2C+Randy&rft.aulast=Hulsey&rft.aufirst=J&rft.date=2002-01-01&rft.volume=11&rft.issue=&rft.spage=1035&rft.isbn=0784406219&rft.btitle=&rft.title=Proceedings+of+the+International+Symposium+on+Cold+Regions+Engineering&rft.issn=0270546X&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - Eleventh international conference on Cold regions engineering N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2002-01-01 N1 - Number of references - 6 N1 - PubXState - VA N1 - Document feature - illus. incl. 2 tables N1 - Last updated - 2012-06-07 N1 - SubjectsTermNotLitGenreText - Alaska; cold weather construction; construction; design; dewatering; East-Central Alaska; Fairbanks Alaska; frozen ground; ground water; hydrocarbons; organic compounds; pollutants; pollution; remediation; soils; underground installations; United States; waste disposal; waste management; water table ER - TY - JOUR T1 - Utah DOT rockfall hazards inventory; Phase I AN - 50300414; 2002-054162 AB - The road network within the state of Utah is contained within a diverse suite of terrain, which in some areas presents substantial rock fall and slope stability hazards. With projected future increases to the traffic load on Utah's roads in mind, a project has been initiated by Utah Department of Transportation (UDOT) to implement a rock fall hazard investigation statewide. An existing model used by the Oregon Department of Transportation during the mid 1980s known as the Rockfall Hazard Rating System (RHRS) has been adopted as a starting point for developing a program in Utah. During the summer of 2001, Phase I of the RHRS was conducted statewide in order to classify road cuts into three categories in order to prioritize them for future study. Over 800 road cuts were inspected in the field and given a rating of either A (immediate potential for rockfall danger), B (moderate rockfall potential), or C (Low potential for rockfall) based on RHRS criteria. Following the completion of these field ratings, a GIS database was constructed for all A & B-rated cuts statewide and includes basic descriptions, locations, and photographs of the sites. Following input from UDOT, a more detailed Phase II survey is planned for the summer for the 2002, which will include "A" rated slopes for individual detailed studies resulting in a detailed database that can be directly applied to prioritization of future mitigation efforts. The detailed investigation will attach numerical ratings in twelve categories for each of the A-rated slopes with the highest overall ratings corresponding to the most likely rockfall sites. Rating criteria vary from purely subjective categories to ones that are numerically based. The rating system describes both the slope geometries and geologic conditions at each site and relates these to rockfall concerns on the roadway itself. Allowances are also made to reflect traffic density at any given site. The twelve rating categories will initially be based on the RHRS system but may be modified to better fit the conditions of Utah roads at some point during the study. It is anticipated that this detailed portion of the field study, will be partially completed in the summer of 2002 and data generated from this made available to UDOT before the end of the year. JF - Proceedings of the Symposium on Engineering Geology and Geotechnical Engineering AU - Pack, Robert T AU - Boie, Ken AU - Farnsworth, Clifton A2 - Sharma, Sunil A2 - Hardcastle, James H. Y1 - 2002 PY - 2002 DA - 2002 SP - 267 EP - 276 PB - [publisher varies], [location varies] VL - 37 KW - United States KW - rockfalls KW - safety KW - geologic hazards KW - mass movements KW - risk assessment KW - Utah KW - transportation KW - slope stability KW - roads KW - 30:Engineering geology KW - 22:Environmental geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50300414?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Proceedings+of+the+Symposium+on+Engineering+Geology+and+Geotechnical+Engineering&rft.atitle=Utah+DOT+rockfall+hazards+inventory%3B+Phase+I&rft.au=Pack%2C+Robert+T%3BBoie%2C+Ken%3BFarnsworth%2C+Clifton&rft.aulast=Pack&rft.aufirst=Robert&rft.date=2002-01-01&rft.volume=37&rft.issue=&rft.spage=267&rft.isbn=&rft.btitle=&rft.title=Proceedings+of+the+Symposium+on+Engineering+Geology+and+Geotechnical+Engineering&rft.issn=&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - 37th symposium on Engineering geology and geothechnical engineering N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2002-01-01 N1 - Number of references - 4 N1 - Document feature - illus. incl. 1 table N1 - Last updated - 2012-06-07 N1 - CODEN - #02957 N1 - SubjectsTermNotLitGenreText - geologic hazards; mass movements; risk assessment; roads; rockfalls; safety; slope stability; transportation; United States; Utah ER - TY - JOUR T1 - The use of geocomposite drainage layers to mitigate frost heave in soils AN - 50287760; 2002-042924 JF - Proceedings of the International Symposium on Cold Regions Engineering AU - Evans, Mark D AU - Henry, Karen S AU - Hayden, Scott A AU - Reese, Morgan A2 - Merrill, Kelly S. Y1 - 2002 PY - 2002 DA - 2002 SP - 323 EP - 335 PB - ASCE, American Society of Civil Engineers, Reston, VA VL - 11 SN - 0270-546X, 0270-546X KW - United States KW - soils KW - Winterport Maine KW - frost heaving KW - maintenance KW - drainage KW - damage KW - Europe KW - Waldo County Maine KW - Hesse Germany KW - cold weather construction KW - mitigation KW - Frankfurt Germany KW - Central Europe KW - Maine KW - Germany KW - construction KW - winter maintenance KW - roads KW - construction materials KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50287760?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Proceedings+of+the+International+Symposium+on+Cold+Regions+Engineering&rft.atitle=The+use+of+geocomposite+drainage+layers+to+mitigate+frost+heave+in+soils&rft.au=Evans%2C+Mark+D%3BHenry%2C+Karen+S%3BHayden%2C+Scott+A%3BReese%2C+Morgan&rft.aulast=Evans&rft.aufirst=Mark&rft.date=2002-01-01&rft.volume=11&rft.issue=&rft.spage=323&rft.isbn=0784406219&rft.btitle=&rft.title=Proceedings+of+the+International+Symposium+on+Cold+Regions+Engineering&rft.issn=0270546X&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - Eleventh international conference on Cold regions engineering N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2002-01-01 N1 - Number of references - 11 N1 - PubXState - VA N1 - Document feature - illus. incl. 2 tables N1 - Last updated - 2012-06-07 N1 - SubjectsTermNotLitGenreText - Central Europe; cold weather construction; construction; construction materials; damage; drainage; Europe; Frankfurt Germany; frost heaving; Germany; Hesse Germany; Maine; maintenance; mitigation; roads; soils; United States; Waldo County Maine; winter maintenance; Winterport Maine ER - TY - RPRT T1 - SCHUYLKILL VALLEY METRO, PHILADELPHIA, MONTGOMERY, CHESTER, AND BERKS COUNTIES, PENNSYLVANIA. AN - 36435633; 9159 AB - PURPOSE: The implementation of major transit improvements in the 62-mile Schuylkill Valley corridor in the Philadelphia metropolitan area, including parts of Montgomery, Chester and Berks counties, Pennsylvania is proposed. The corridor incorporates 51 municipalities and extends along an existing rail line that generally parallels the Schuylkill River from Spring Township, west of Reading, to the city of Philadelphia. The area, which is one of the fastest growing in southeastern Pennsylvania, is characterized by severe traffic congestion, particularly along its two principal highways, the Schuylkill Expressway (Interstate 76) and US Route 422. Existing freight railroad rights-of-way, both active and unused, provide an opportunity to economically extend rail transit service throughout the corridor. Seven alternatives, including a transportation system management alternative, are considered in this draft EIS. The proposed alternative, know as MetroRail, would use conventional commuter rail car designs modified to permit modern high-frequency transit service using single-person operation, high-level platforms, quarter-point subway-type doors, and proof-of-payment fare collection. The alternative would use existing commuter rail line between Reading (Wyomissing) and Center City Philadelphia via East Falls and Cynwyd. The system would be powered by electricity. A tunnel would service the Center City area. The system would include a Branch to King of Prussia. Access to the system would be provided via 34 stations/stops and park-and-ride facilities. Cost of the TSM alternative is estimated at $10.8 million. Costs of the structural alternatives range from $87.2 million to $116.3 million. Cost of the preferred MetroRail alternative is estimated at $111.7 million. POSITIVE IMPACTS: The new system would relieve traffic congestion within and the corridor and along transportation routes providing access to and from the corridor. As a result, area residents and visitors would enjoy transportation options and better accessibility to jobs and other opportunities. The system would also help focus development in older communities within the corridor, reduce auto dependence and the need for additional highways, preserve open space, and improve air quality. NEGATIVE IMPACTS: Rights-of-way requirements, though minimal, would result in the displacement of six residential and seven commercial units and possible displacement of an additional 23 residential and nine commercial units. Zoning changes would be required at numerous locations along the alignment. The project would impact 19 palustrine wetlands, affecting 5.7 acres of such areas, 96 acres of forest, and habitat for the federally protected Missouri rock-cress. Modest visual impacts would result in the vicinity of Valley Forge National Historical Park due to more frequent train movements, and catenary poles would be visible along the alignment. Three municipal parks and one conservancy property would lie within the alignment footprint. Several active farms would lie adjacent to the alignment. Noise levels due to train operations would exceed federal standards in the vicinity of 24 residences in four municipalities. Sites containing contaminants would be encountered during construction. A total of 47 historically significant structures, 22 archaeologically significant sites, and four institutional properties would lie within 200 feet of the alignment. Other archaeological sites are likely to occur in some areas. Most of the 2.6 million cubic yards of excavated soil and rock would be disposed offsite. The increase in the number of trains using the corridor per day would increase the risk of train-vehicle accidents. 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: 020042, Volume I--271 pages, Volume II--99 pages (oversize), Volume III--70 pages Volume IV--14 pages, January 2002 PY - 2002 KW - Roads and Railroads KW - Archaeological Sites KW - Electric Power KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Historic Sites KW - Noise Standards Violations KW - Parks KW - Parking KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Safety KW - Tunnels (Railroads) KW - Wetlands KW - Pennsylvania KW - Department of Transportation Act of 1966, Compliance KW - Department of Transportation Appropriations Act for FY 2002, Funding 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/36435633?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-01-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SCHUYLKILL+VALLEY+METRO%2C+PHILADELPHIA%2C+MONTGOMERY%2C+CHESTER%2C+AND+BERKS+COUNTIES%2C+PENNSYLVANIA.&rft.title=SCHUYLKILL+VALLEY+METRO%2C+PHILADELPHIA%2C+MONTGOMERY%2C+CHESTER%2C+AND+BERKS+COUNTIES%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ 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 - Draft. Preparation date: January 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WYOMING FOREST HIGHWAY 4, U.S. (KP 39.5 TO KP 69.4), THE BEARTOOTH HIGHWAY, PARK COUNTY, WYOMING. AN - 36413324; 9347 AB - PURPOSE: The reconstruction of a portion of the Beartooth Highway in Park County, Wyoming is proposed. The Beartooth Highway extends 67 miles from the northeast entrance to Yellowstone National Park to Red Lodge, Montana. The segment proposed for reconstruction begins at mile post 24.5, just west of the Clay Butte Lookout turnoff, traverses Beartooth Pass, and ends at the Montana/Wyoming state line at mile post 43.1. The highway passes through the Shoshone National Forest. This segment of highway has not been subject to any major improvements since the 1930s. The road has deteriorated significantly and does not accommodate current vehicle types or volumes. The reconstruction project would lie within the existing road corridor and would provide improved alignment, grade, and width to meet state standards. Six alternatives, including a No Action Alternative (Alternative 1), are considered in this draft EIS. All build alternatives would follow the existing alignment closely in most locations. Options for realignment or road construction in six areas are considered. Some build alternatives have alignment options designed to avoid wetlands, to reduce visual impacts, or to provide a more consistent alignment. A work camp is proposed for use by employees during the construction period. The preferred alternative (Alternative 6) would balance highway operations, safety and maintenance needs with minimization of environmental impacts. The roadway width would be 32 feet in the western portion of the corridor and 26 feet in the alpine areas of the eastern portion. Construction would begin in 2004 and continue for six years. Cost of construction of the preferred alternative is estimated at $48.3 million. POSITIVE IMPACTS: The project would maintain and improve an efficient transportation link between Red Lodge and the Yellowstone National park that would safely accommodate projected traffic through the year 2025. Maintenance of the highway would be eased significantly, and the roadway would better support management of national forest lands adjacent to the road. The scenic nature of the road would be preserved. NEGATIVE IMPACTS: Rights-of-way developments would disturb 173 to 194 acres of previously undisturbed areas. Anticipated effects would include disturbance of six to 8 acres of wetlands and the permanent loss of 17 to 22 acres of alpine meadows and 17 to 24 acres of grizzly bear habitat. All build alternatives would alter the footprint and location of the historic roadway and all alternatives, except one, would remove four historic bridges. The exceptional alternative would require removal of three of the bridges. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Endangered Species Act of 1966 (16 U.S.C. 668 et seq.), Clean Water Act of 1977 (P.L. 95-217), Federal Land Policy and Management Act of 1976 (43 U.S.C. 1701 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and National Historic Preservation Act of 1966 (16 U.S.C. 7600 et seq.). JF - EPA number: 020232, 467 pages and maps, 6, 2002 PY - 2002 KW - Roads and Railroads KW - Agency number: FHWA-FPWY-EIS-02-1-D KW - Bridges KW - Cost Assessments KW - Endangered Species (Animals) KW - Forests KW - Highways KW - Impact Assessment Methodology KW - Land Use KW - Safety KW - Section 4(f) Statements KW - Transportation KW - Visual Resources KW - Visual Resources Surveys KW - Wetlands KW - Wildlife Habitat KW - Shoshone National Forest KW - Wyoming KW - Yellowstone National Park KW - Department of Transportation Act of 1966, Historic Sites KW - Endangered Species Act of 1966, Animals KW - Federal Land Policy and Management Act of 1976, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1964, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36413324?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-01-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WYOMING+FOREST+HIGHWAY+4%2C+U.S.+%28KP+39.5+TO+KP+69.4%29%2C+THE+BEARTOOTH+HIGHWAY%2C+PARK+COUNTY%2C+WYOMING.&rft.title=WYOMING+FOREST+HIGHWAY+4%2C+U.S.+%28KP+39.5+TO+KP+69.4%29%2C+THE+BEARTOOTH+HIGHWAY%2C+PARK+COUNTY%2C+WYOMING.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Lakewood, Colorado; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: 6, 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SCHUYLKILL VALLEY METRO, PHILADELPHIA, MONTGOMERY, CHESTER, AND BERKS COUNTIES, PENNSYLVANIA. [Part 1 of 2] T2 - SCHUYLKILL VALLEY METRO, PHILADELPHIA, MONTGOMERY, CHESTER, AND BERKS COUNTIES, PENNSYLVANIA. AN - 36387218; 9159-020042_0001 AB - PURPOSE: The implementation of major transit improvements in the 62-mile Schuylkill Valley corridor in the Philadelphia metropolitan area, including parts of Montgomery, Chester and Berks counties, Pennsylvania is proposed. The corridor incorporates 51 municipalities and extends along an existing rail line that generally parallels the Schuylkill River from Spring Township, west of Reading, to the city of Philadelphia. The area, which is one of the fastest growing in southeastern Pennsylvania, is characterized by severe traffic congestion, particularly along its two principal highways, the Schuylkill Expressway (Interstate 76) and US Route 422. Existing freight railroad rights-of-way, both active and unused, provide an opportunity to economically extend rail transit service throughout the corridor. Seven alternatives, including a transportation system management alternative, are considered in this draft EIS. The proposed alternative, know as MetroRail, would use conventional commuter rail car designs modified to permit modern high-frequency transit service using single-person operation, high-level platforms, quarter-point subway-type doors, and proof-of-payment fare collection. The alternative would use existing commuter rail line between Reading (Wyomissing) and Center City Philadelphia via East Falls and Cynwyd. The system would be powered by electricity. A tunnel would service the Center City area. The system would include a Branch to King of Prussia. Access to the system would be provided via 34 stations/stops and park-and-ride facilities. Cost of the TSM alternative is estimated at $10.8 million. Costs of the structural alternatives range from $87.2 million to $116.3 million. Cost of the preferred MetroRail alternative is estimated at $111.7 million. POSITIVE IMPACTS: The new system would relieve traffic congestion within and the corridor and along transportation routes providing access to and from the corridor. As a result, area residents and visitors would enjoy transportation options and better accessibility to jobs and other opportunities. The system would also help focus development in older communities within the corridor, reduce auto dependence and the need for additional highways, preserve open space, and improve air quality. NEGATIVE IMPACTS: Rights-of-way requirements, though minimal, would result in the displacement of six residential and seven commercial units and possible displacement of an additional 23 residential and nine commercial units. Zoning changes would be required at numerous locations along the alignment. The project would impact 19 palustrine wetlands, affecting 5.7 acres of such areas, 96 acres of forest, and habitat for the federally protected Missouri rock-cress. Modest visual impacts would result in the vicinity of Valley Forge National Historical Park due to more frequent train movements, and catenary poles would be visible along the alignment. Three municipal parks and one conservancy property would lie within the alignment footprint. Several active farms would lie adjacent to the alignment. Noise levels due to train operations would exceed federal standards in the vicinity of 24 residences in four municipalities. Sites containing contaminants would be encountered during construction. A total of 47 historically significant structures, 22 archaeologically significant sites, and four institutional properties would lie within 200 feet of the alignment. Other archaeological sites are likely to occur in some areas. Most of the 2.6 million cubic yards of excavated soil and rock would be disposed offsite. The increase in the number of trains using the corridor per day would increase the risk of train-vehicle accidents. 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: 020042, Volume I--271 pages, Volume II--99 pages (oversize), Volume III--70 pages Volume IV--14 pages, January 2002 PY - 2002 VL - 1 KW - Roads and Railroads KW - Archaeological Sites KW - Electric Power KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Historic Sites KW - Noise Standards Violations KW - Parks KW - Parking KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Safety KW - Tunnels (Railroads) KW - Wetlands KW - Pennsylvania KW - Department of Transportation Act of 1966, Compliance KW - Department of Transportation Appropriations Act for FY 2002, Funding 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/36387218?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-01-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SCHUYLKILL+VALLEY+METRO%2C+PHILADELPHIA%2C+MONTGOMERY%2C+CHESTER%2C+AND+BERKS+COUNTIES%2C+PENNSYLVANIA.&rft.title=SCHUYLKILL+VALLEY+METRO%2C+PHILADELPHIA%2C+MONTGOMERY%2C+CHESTER%2C+AND+BERKS+COUNTIES%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ 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 - Draft. Preparation date: January 2002 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SCHUYLKILL VALLEY METRO, PHILADELPHIA, MONTGOMERY, CHESTER, AND BERKS COUNTIES, PENNSYLVANIA. [Part 4 of 2] T2 - SCHUYLKILL VALLEY METRO, PHILADELPHIA, MONTGOMERY, CHESTER, AND BERKS COUNTIES, PENNSYLVANIA. AN - 36378205; 9159-020042_0004 AB - PURPOSE: The implementation of major transit improvements in the 62-mile Schuylkill Valley corridor in the Philadelphia metropolitan area, including parts of Montgomery, Chester and Berks counties, Pennsylvania is proposed. The corridor incorporates 51 municipalities and extends along an existing rail line that generally parallels the Schuylkill River from Spring Township, west of Reading, to the city of Philadelphia. The area, which is one of the fastest growing in southeastern Pennsylvania, is characterized by severe traffic congestion, particularly along its two principal highways, the Schuylkill Expressway (Interstate 76) and US Route 422. Existing freight railroad rights-of-way, both active and unused, provide an opportunity to economically extend rail transit service throughout the corridor. Seven alternatives, including a transportation system management alternative, are considered in this draft EIS. The proposed alternative, know as MetroRail, would use conventional commuter rail car designs modified to permit modern high-frequency transit service using single-person operation, high-level platforms, quarter-point subway-type doors, and proof-of-payment fare collection. The alternative would use existing commuter rail line between Reading (Wyomissing) and Center City Philadelphia via East Falls and Cynwyd. The system would be powered by electricity. A tunnel would service the Center City area. The system would include a Branch to King of Prussia. Access to the system would be provided via 34 stations/stops and park-and-ride facilities. Cost of the TSM alternative is estimated at $10.8 million. Costs of the structural alternatives range from $87.2 million to $116.3 million. Cost of the preferred MetroRail alternative is estimated at $111.7 million. POSITIVE IMPACTS: The new system would relieve traffic congestion within and the corridor and along transportation routes providing access to and from the corridor. As a result, area residents and visitors would enjoy transportation options and better accessibility to jobs and other opportunities. The system would also help focus development in older communities within the corridor, reduce auto dependence and the need for additional highways, preserve open space, and improve air quality. NEGATIVE IMPACTS: Rights-of-way requirements, though minimal, would result in the displacement of six residential and seven commercial units and possible displacement of an additional 23 residential and nine commercial units. Zoning changes would be required at numerous locations along the alignment. The project would impact 19 palustrine wetlands, affecting 5.7 acres of such areas, 96 acres of forest, and habitat for the federally protected Missouri rock-cress. Modest visual impacts would result in the vicinity of Valley Forge National Historical Park due to more frequent train movements, and catenary poles would be visible along the alignment. Three municipal parks and one conservancy property would lie within the alignment footprint. Several active farms would lie adjacent to the alignment. Noise levels due to train operations would exceed federal standards in the vicinity of 24 residences in four municipalities. Sites containing contaminants would be encountered during construction. A total of 47 historically significant structures, 22 archaeologically significant sites, and four institutional properties would lie within 200 feet of the alignment. Other archaeological sites are likely to occur in some areas. Most of the 2.6 million cubic yards of excavated soil and rock would be disposed offsite. The increase in the number of trains using the corridor per day would increase the risk of train-vehicle accidents. 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: 020042, Volume I--271 pages, Volume II--99 pages (oversize), Volume III--70 pages Volume IV--14 pages, January 2002 PY - 2002 VL - 4 KW - Roads and Railroads KW - Archaeological Sites KW - Electric Power KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Historic Sites KW - Noise Standards Violations KW - Parks KW - Parking KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Safety KW - Tunnels (Railroads) KW - Wetlands KW - Pennsylvania KW - Department of Transportation Act of 1966, Compliance KW - Department of Transportation Appropriations Act for FY 2002, Funding 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/36378205?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2002-01-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SCHUYLKILL+VALLEY+METRO%2C+PHILADELPHIA%2C+MONTGOMERY%2C+CHESTER%2C+AND+BERKS+COUNTIES%2C+PENNSYLVANIA.&rft.title=SCHUYLKILL+VALLEY+METRO%2C+PHILADELPHIA%2C+MONTGOMERY%2C+CHESTER%2C+AND+BERKS+COUNTIES%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ 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 - Draft. Preparation date: January 2002 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - MESSAGE FROM FLORIDA DOT: Florida DOT Gears Up For Massive Transportation Initiative AN - 218646394 AB - The Florida Department of Transportation's (FDOT) construction contract lettings are about $10 billion for the five-year period that began July 1, 2001 and ends on June 30, 2006. These construction lettings include bridge, safety, resurfacing, traffic operations and capacity projects. Anticipated construction contract lettings for calendar year 2002 are projected to be about $1.8 billion. JF - F.W. Dodge Southeast Construction AU - Florida Department of Transportation AD - Florida Department of Transportation Y1 - 2002/01// PY - 2002 DA - Jan 2002 SP - 29 CY - Baton Rouge PB - McGraw Hill Publications Company VL - 2 IS - 2 SN - 15386570 KW - Building And Construction UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/218646394?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Aabidateline&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=F.W.+Dodge+Southeast+Construction&rft.atitle=MESSAGE+FROM+FLORIDA+DOT%3A+Florida+DOT+Gears+Up+For+Massive+Transportation+Initiative&rft.au=Florida+Department+of+Transportation&rft.aulast=Florida+Department+of+Transportation&rft.aufirst=&rft.date=2002-01-01&rft.volume=2&rft.issue=2&rft.spage=29&rft.isbn=&rft.btitle=&rft.title=F.W.+Dodge+Southeast+Construction&rft.issn=15386570&rft_id=info:doi/ LA - English DB - ProQuest Central N1 - Copyright - Copyright 2002 The McGraw-Hill Companies, Inc. N1 - Last updated - 2010-06-09 ER - TY - JOUR T1 - Improving Pilot/Air Traffic Control Voice Communication in General Aviation AN - 18695169; 5581562 AB - The influence of the air traffic control (ATC) message format and message length was investigated on the ability of general aviation pilots to read back ATC instructions. While flying a simulator, 12 pilots heard altitude and radio frequency instructions spoken in grouped format ("forty-one-hundred"), and 12 heard them sequentially ("four-thousand-one-hundred"). Only limited evidence was found that grouped message format improved pilot memory. Specifically, pilots who received altitude and radio frequency instructions in the grouped, rather than the sequential, format produced fewer requests for clarification, especially for longer messages. Pilots were also more likely to read back the grouped instructions in sequential format, suggesting that prior experience with the sequential format influenced pilot communication involving the relatively novel grouped format in this study. JF - International Journal of Aviation Psychology AU - Prinzo, O V AU - Morrow, D G AD - FAA Civil Aerospace Medical Institute, P.O. Box 25082, AAM-510, Oklahoma City, OK 73125, USA, roni.prinzo@faa.gov Y1 - 2002 PY - 2002 DA - 2002 SP - 341 EP - 357 VL - 12 IS - 4 SN - 1050-8414, 1050-8414 KW - air traffic control KW - pilots KW - Health & Safety Science Abstracts KW - H 2000:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/18695169?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ahealthsafetyabstracts&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=International+Journal+of+Aviation+Psychology&rft.atitle=Improving+Pilot%2FAir+Traffic+Control+Voice+Communication+in+General+Aviation&rft.au=Prinzo%2C+O+V%3BMorrow%2C+D+G&rft.aulast=Prinzo&rft.aufirst=O&rft.date=2002-01-01&rft.volume=12&rft.issue=4&rft.spage=341&rft.isbn=&rft.btitle=&rft.title=International+Journal+of+Aviation+Psychology&rft.issn=10508414&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2006-11-01 N1 - Last updated - 2011-12-13 ER - TY - JOUR T1 - Thermo-plastic effects on structural behaviour during crush and impact AN - 17135548; 6756549 AB - In this paper, the constitutive relation of plasticity with strain rate and temperature dependency was used to analyse the process of crushing and impacting of structures. Computer simulations of the localisation of plastic buckling patterns and the initiation and development of adiabatic shear band were performed. The thermoplastic effects were investigated and discussed. JF - International Journal of Vehicle Design AU - Che, Y AU - Eskandarian, A AU - Kan, C-D AU - Lee, J D AD - FHWA/NHTSA National Crash Analysis Centre, School of Engineering and Applied Science, The George Washington University, Ashburn, VA 20147, USA Y1 - 2002 PY - 2002 DA - 2002 SP - 22 EP - 32 VL - 30 IS - 1-2 SN - 0143-3369, 0143-3369 KW - Health & Safety Science Abstracts KW - Impact analysis KW - Simulation KW - Crashworthiness KW - H 2000:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/17135548?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ahealthsafetyabstracts&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=International+Journal+of+Vehicle+Design&rft.atitle=Thermo-plastic+effects+on+structural+behaviour+during+crush+and+impact&rft.au=Che%2C+Y%3BEskandarian%2C+A%3BKan%2C+C-D%3BLee%2C+J+D&rft.aulast=Che&rft.aufirst=Y&rft.date=2002-01-01&rft.volume=30&rft.issue=1-2&rft.spage=22&rft.isbn=&rft.btitle=&rft.title=International+Journal+of+Vehicle+Design&rft.issn=01433369&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2006-04-01 N1 - Last updated - 2015-03-25 N1 - SubjectsTermNotLitGenreText - Simulation; Impact analysis; Crashworthiness ER - TY - RPRT T1 - CENTRAL PHOENIX/EAST VALLEY LIGHT RAIL TRANSIT PROJECT, PHOENIX, TEMPE, MESA, ARIZONA. AN - 36410346; 9112 AB - PURPOSE: The construction and operation of a 24.5-mile light rail transit (LRT) project to establish LRT connections between north-central Phoenix, the Phoenix central business district (CBD), the Tempe CBD, and downtown Mesa, Arizona is proposed. The study area lies in the center of the Phoenix metropolitan area and includes most of the region's major activity centers as well as sizeable concentrations of population and employment. In addition to the proposed LRT system, a No-Build Alternative is considered in this draft EIS. The project would include a 20.3-mile minimum operable segment (MOS), which includes the locally preferred alternative selected in the Central Phoenix/East Valley (CP/EV) and Phoenix/Glendale Major Investment Studies completed in 1998. the CP/EV LRT MOS would extend from 19th Avenue and Bethany Home Road in the vicinity of Chris-Town Mall in Phoenix to Main Street and Longmore (the East Valley Institute of Technology in Mesa. The double-wire overhead catenary system would include the LRT guideway, LRT vehicles, LRT stations, an operations/control center, a maintenance and storage facility, 21 dual-feet substations with power redundancy built into the design, park-and-ride lots, off-street bus bays and transit centers, three-crossing bridge modifications, two freeway-crossing bridge modifications; one dedicated LRT bridge across Tempe Tower Lake, and one dedicated LRT bridge across the Union Pacific Railroad (UPRR) to provide access to the maintenance and storage facility. Minor modifications to the planned and programmed bus service would occur to eliminate redundant transit services in the corridor and redirect bus routes to facilitate connectivity between the LRT system and bus transit facilities. Estimated costs of the LRT and the MOS are $1.45 billion and $1.18 billion, respectively. POSITIVE IMPACTS: The LRT system would improve the reliability and availability of transit service in the corridor; improve regional transit connectivity; connect the corridor's major activity centers via a high-capacity transit system; reduce roadway congestion within the corridor; reduce vehicle miles of travel within the corridor; and reduce vehicle emissions regionally. By so doing, the project would enhance the region's economic potential and help attain a quality of life consistent with local, state, and federal initiatives. NEGATIVE IMPACTS: The project would encroach on the floodway. Utility lines would require relocation. Left-turn access to some properties along the LRT alignment would be eliminated, and wheel squealing at certain locations would constitute significant noise level increases. Land use impacts and impacts to visual quality could have a disproportionate impact on disadvantaged populations in the area. LRT structures would mar the visual context of certain historic sites, including the UPRR bridge, and some land associated with historic sites and Tempe Town Lake Park would be displaced. The construction area could contain archaeologically significant sites. Construction activities could encounter hazardous materials sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) and National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.). JF - EPA number: 010540, Draft EIS--543 pages, Map Supplement, December 26, 2001 PY - 2001 KW - Roads and Railroads KW - Air Quality KW - Archaeological Sites KW - Bridges KW - Central Business Districts KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise KW - Parking KW - Parks KW - Railroad Structures KW - Rapid Transit Systems KW - Urban Development KW - Visual Resources KW - Arizona KW - Department of Transportation Act of 1966, Parks KW - National Historic Preservation Act of 1966, Archaeologic Sites KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36410346?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-12-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CENTRAL+PHOENIX%2FEAST+VALLEY+LIGHT+RAIL+TRANSIT+PROJECT%2C+PHOENIX%2C+TEMPE%2C+MESA%2C+ARIZONA.&rft.title=CENTRAL+PHOENIX%2FEAST+VALLEY+LIGHT+RAIL+TRANSIT+PROJECT%2C+PHOENIX%2C+TEMPE%2C+MESA%2C+ARIZONA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: December 26, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - COUNTY HIGHWAY J/WIS 164 (I-94 TO COUNTY E), WAUKESHA AND WASHINGTON COUNTIES, WISCONSIN (PROJECT I.D. 2748-01-01). AN - 36419100; 9110 AB - PURPOSE: The reconstruction of 18 miles of County Highway J/WIS 164 from Interstate 94 (I-94) to County Road E in Waukesha and Washington counties, Washington, is proposed. The existing two-lane facility is a principal highway serving local traffic in the city of Pewaukee, the villages of Pewaukee and Sussex, and the towns of Lisbon, Richfield, and Polk as well as through traffic between I-94 and US 41. The corridor is transitioning to urban/suburban development and traffic is restricted to increase by 60 percent or more by 2025. The present level of service during peak traffic periods is poor. Safety concerns include restricted stopping sight distances at several hills, numerous access points that contribute to poor traffic operations, and an at-grade railroad crossing with an exposure factor that exceeds federal criteria. Several segments have accident rates above the statewide average for similar highways. In addition to the No Action Alternative, this final EIS considers widening of the highway to four lanes, by addition of lanes to the east or west side of the existing facility. Lanes would be widened down the middle of the existing alignment under some alternatives along some segments. To minimize impacts, urban and hybrid urban/rural typical sections would be used for the reconstructed highway. The urban sections would be provided from Rockwood Drive to Plainview Road, requiring 130 feet of right-of-way. The hybrid section would be provided between Plainview Road and County Road E, requiring 160 feet of right-of-way. Along segments of the corridor where traffic volumes would not be expected to be high by 2025, the project would retain the two-lane section design in the interim, though these segments would be reconstructed, the pavement and shoulders widened, hills cut at some locations to improve sight distances, turn lanes and signals added as appropriate, and intersections improved. Cost of the project ranges from $60.1 million to $62.7 million. POSITIVE IMPACTS: Local and through access would be improved along the corridor. Emerging safety concerns would be addressed. Future land use planning would be supported. The project would provide adequate capacity for future traffic demands. NEGATIVE IMPACTS: Rights-of-way requirements, totaling approximately 82 to 89 acres, would affect farmland, wetland, and upland and displace 22 30 to 41 housing units, six farm buildings, and three commercial units. The project would traverse 16 streams, involving floodplain encroachment in some areas. Habitat for threatened and endangered species would be affected. Noise levels would exceed federal standards at 18 receptor sites. The project could affect the Bugline Recreation Trail and Heritage Trails Park due to rights-of-way developments. Construction activities would encounter eight hazardous waste sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 01-0312D, Volume 25, Number 3. JF - EPA number: 010538, 347 pages and maps, December 21, 2001 PY - 2001 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-01-01-F KW - Air Quality KW - Bridges KW - Endangered Species (Animals) KW - Farmlands KW - Hazardous Wastes KW - Highways KW - Historic Sites KW - Noise Standards Violations KW - Parks KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Trails KW - Wetlands KW - Wisconsin KW - Department of Transportation Act of 1966, Recreation Resources KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36419100?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-12-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=COUNTY+HIGHWAY+J%2FWIS+164+%28I-94+TO+COUNTY+E%29%2C+WAUKESHA+AND+WASHINGTON+COUNTIES%2C+WISCONSIN+%28PROJECT+I.D.+2748-01-01%29.&rft.title=COUNTY+HIGHWAY+J%2FWIS+164+%28I-94+TO+COUNTY+E%29%2C+WAUKESHA+AND+WASHINGTON+COUNTIES%2C+WISCONSIN+%28PROJECT+I.D.+2748-01-01%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Waukesha, WI; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: December 21, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW BRITAIN - HARTFORD BUSWAY, NEW BRITAIN, NEWINGTON, WEST HARTFORD AND HARTFORD, CONNECTICUT. AN - 36410054; 9099 AB - PURPOSE: Construction of rapid transit bus facility through New Britain, Newington, West Hartford, and Hartford, Connecticut is proposed. The project, to be known as the New Britain-Hartford Busway, would help remedy congestion on Interstate 84 (I-84) and parallel arterial roadways. would consist of 9.4 miles of inactive and active rail corridors. The facility would constitute an exclusive bus-only roadway, with up to 12 stations providing, parking facilities, sheltered platforms and other amenities. Alternatives considered in this final EIS include a No-Build Alternative, a Transportation Systems Management/Travel Demand Management Alternative, and the Build Alternative. The Build Alternative encompasses a variety of alignment options, station options, and vertical treatments. The corridor, witch extends from New Britain to Hartford, would follow an abandoned rail line south of Newington Junction. North of Newington Junction, the corridor would run within active Amtrak rights-of-way. Several different areas of the corridor have been considered for localized vertical treatments (i.e., changing the busway grade) to address impacts to Fairview Cemetery in New Britain and to address potential traffic problems near Flatbush Avenue in West Hartford and near East Street, Allen Street, Saint Clair Avenue in New Britain. Bridge construction would be required. A multiuse pathway serving bicyclists and pedestrians could be constructed as a separate project where feasible and supported by the local community. Service types would include express bus, shuttle bus, neighborhood collector bus, and feeder bus service. Intelligent transportation systems would be employed throughout the busway to provide passengers with maximum levels of safety, efficiency, comfort, and information. Emergency vehicles would be able to enter the busway. The current total estimated cost of the New Britain/Hartford Busway is $145 million in year 2001 dollars or $160 million in escalated year 2004 dollars. When the Busway opens in 2004, operating costs are estimated at $12.8 million. Future annual operating expenses are expected to increase to $16.5 million. POSITIVE IMPACTS: In addition to helping relieve congestion on I-84, the busway would enhance alternative transportation mode opportunities and expand interregional transit services. The busway would be more flexible than rail services since it would have local access points along the corridor allowing buses to enter and leave the facility. Hence, buses would be able to circulate through local areas before and after accessing the busway, greatly increasing the numbers of origins and destinations served without a transfer. It is expected that long-distance coach buses may be able to use the facility as well. Reduction in personal-use vehicle travel would improve air quality throughout the region. NEGATIVE IMPACTS: Commercial and industrial facility displacement would be required. Less than one acre of wetlands would be affected, and the busway would traverse 10 surface water bodies and the floodplains of Piper Brook, Kane Brook, and Bass Brook. Hundreds of contaminated sites lie within the project corridor. Busway structures would mar visual aesthetics, Bus operations would increase noise to levels in excess of federal standards in two residential areas, though noise barriers would be feasible. The project would affect the appearance of three historic districts and a number of specific historic sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 01-0203, Volume 25, Number 2. JF - EPA number: 010527, 414 pages and maps, December 13, 2001 PY - 2001 KW - Roads and Railroads KW - Agency number: FTA-CT-EIS-01-01-F KW - Bridges KW - Floodplains KW - Hazardous Wastes KW - Historic Districts KW - Historic Sites KW - Historic Sites Surveys KW - Noise Control KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 106 Statements KW - Trails KW - Transportation KW - Visual Resources KW - Connecticut 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/36410054?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-12-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+BRITAIN+-+HARTFORD+BUSWAY%2C+NEW+BRITAIN%2C+NEWINGTON%2C+WEST+HARTFORD+AND+HARTFORD%2C+CONNECTICUT.&rft.title=NEW+BRITAIN+-+HARTFORD+BUSWAY%2C+NEW+BRITAIN%2C+NEWINGTON%2C+WEST+HARTFORD+AND+HARTFORD%2C+CONNECTICUT.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Cambridge, Massachusetts; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: December 13, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW MEXICO STATE HIGHWAY 126, CUBA-LA CUEVA ROAD, FOREST HIGHWAY 12, RIO ARRIBA AND SANDOVAL COUNTIES, NEW MEXICO. AN - 36397699; 9096 AB - PURPOSE: The improvement of approximately 19.8 miles of New Mexico State Highway 126 (NM 126), also known as Forest Highway 12, located in northern New Mexico, is proposed. The project would begin one mile southeast of Fenton Lake at the end of the paved portion of NM 126 and run generally northwest to the paved portion of the road beginning 8.5 miles east of Cuba at Senorito Divide. This section of NM 126 does not meet current design standards for a state highway as it consists primarily of dirt with some gravel and the surface condition depends on the level of maintenance. Three alternatives, including a No-Build Alternative (Alternative A), are considered in this final EIS. The preferred alternative would involve the improvement of the existing road to provide a paved, all-weather surface consistent with Federal Highway Administration guidelines for low-speed recreational roads and a traffic volume of 650 vehicles per day. The alignment of the improved highway section would closely follow that of the existing NM 126 alignment. The maximum design speed would be 30 miles-per-hour, with lower design speeds in sections characterized by difficult terrain. Also under consideration is the reconstruction and graveling with a stabilized surface. POSITIVE IMPACTS: The improved road would decrease the long-term environmental degradation caused by the existing road, meet public needs and expectations with respect to state highway travel, accommodate automobile and truck traffic safely and efficiently, and reduce maintenance requirements demanded of the state authorities. NEGATIVE IMPACTS: The highway improvements would displace some wetland and riparian acreage and adversely affect habitat of Mexican spotted owl and peregrine falcon. Some habitat for other wildlife would be lost. The bridge construction and fill work would result in some visual impacts. The improvements could adversely affect the Fenton Lake State Park and Wildlife Refuge. 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 97-0366D, Volume 21, Number 5. JF - EPA number: 010524, Draft EIS-275 pages and maps, Appendices- 277 pages, December 11, 2001 PY - 2001 KW - Roads and Railroads KW - Agency number: FHWA-FPNM-EIS-97-1-F KW - Air Quality KW - Cultural Resources KW - Endangered Species (Animals) KW - Forest Roads KW - Geologic Assessments KW - Highways KW - Land Use KW - Noise KW - Recreation Resources KW - Section 4(f) Statements KW - Visual Resources KW - Rivers KW - Socioeconomic Assessments KW - Water Quality KW - Wetlands KW - Wildlife KW - Wildlife Habitat KW - Fenton Lake State Park and Wildlife Refuge KW - New Mexico KW - Department of Transportation Act of 1966, Recreation Resources UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36397699?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-12-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+MEXICO+STATE+HIGHWAY+126%2C+CUBA-LA+CUEVA+ROAD%2C+FOREST+HIGHWAY+12%2C+RIO+ARRIBA+AND+SANDOVAL+COUNTIES%2C+NEW+MEXICO.&rft.title=NEW+MEXICO+STATE+HIGHWAY+126%2C+CUBA-LA+CUEVA+ROAD%2C+FOREST+HIGHWAY+12%2C+RIO+ARRIBA+AND+SANDOVAL+COUNTIES%2C+NEW+MEXICO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Lakewood, Colorado; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: December 11, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - LINCOLN BYPASS (STATE ROUTE 65), PLACER COUNTY, CALIFORNIA. AN - 36418987; 9085 AB - PURPOSE: The construction of a four-lane freeway to provide a bypass for State Route (SR) 65 around the city of Lincoln, Placer County, California is proposed. The facility would extend from 0.5 mile south of Industrial Boulevard to a point north of Riosa Road. Continuing growth in Placer County and the Sacramento Valley has resulted in the need for a new and improved SR 65 corridor to alleviate congestion in the city of Lincoln. Existing SR 65 through Lincoln is a "Main Street" highway, which will not serve the ultimate transportation needs of the region. Due primarily to congestion, the accident rate in downtown Lincoln is higher than the average rate for this type of facility. As traffic volumes continue to increase, SR 65 south of Lincoln and within downtown Lincoln is expected to exceed available capacity by the year 2005. Seven alternatives, including a No Action Alternative, are considered in this draft EIS. The build alternatives range in length from 11.6 to 12.8 miles. All build alternatives begin at the same location and meet existing S.R. 65 at slightly different locations between Dowd Road and the Bear River. Alternatives AAC2 and A5C1 would begin at Industrial Boulevard and end just before the Bear River; both alignments would past east of the airport. Alternatives D1 and D13, which would pass west of the airport, the major difference distinguishing D1 and D13 would be that the 13 would avoid the Rockwell subdivision. Alternative D13 South Modification would blend alternative D1 and D13 to provide a greater distance between the highway and residents in the Brookview subdivision. Alternative D13 North Modification would be identical to Alternative D13, except that it would make a gentle curve just past Coon Creek and proceed straight to SR 65 to preclude the acquisition of a wetland area for rights-of-way purposes. One further modification of D13 could be incorporated into the project to prevent the project from impacting the Fickewirth Ranch, a site determined eligible for inclusion on the National Register of Historic Places. Depending on the build alternative considered, costs of the project range from $155 million to $201 million. Due to funding constraints, the project could be built in stages. POSITIVE IMPACTS: The bypass freeway would alleviate congestion and improve safety within the city of Lincoln and provide for more efficient inter-regional movement of goods and services. Traffic volumes anticipated within the SR 65 corridor would be accommodated through the year 2020. NEGATIVE IMPACTS: Rights-of-way requirements would displace 10 to 91 residences and 123 to 214 acres of farmland. From 4.9 to 9.4 acres of jurisdictional wetlands could be affected. Federal protected species that would be potentially affected include the vernal pool fairy shrimp and tadpole shrimp, Swainson's hawk, Ahart's dwarf rush, Legenere, Bogg's Lake hedge hyssop, several bat species, valley elderberry longhorn beetle. In addition vernal pool habitat for other species would be affected. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 010513, 381 pages and maps, December 6, 2001 PY - 2001 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-01-05-D KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Highways KW - Highway Structures KW - Historic Sites KW - Insects KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Section 404(b) Statements KW - Shellfish KW - Vegetation Surveys KW - Wetlands KW - Wildlife Surveys KW - California KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36418987?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-12-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=LINCOLN+BYPASS+%28STATE+ROUTE+65%29%2C+PLACER+COUNTY%2C+CALIFORNIA.&rft.title=LINCOLN+BYPASS+%28STATE+ROUTE+65%29%2C+PLACER+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sacramento, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: December 6, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US 340 IMPROVEMENT STUDY, JEFFERSON COUNTY, WEST VIRGINIA (STATE PROJECT u219-340-0.00(02); FEDERAL PROJECT NH-0340(030). AN - 16349378; 9080 AB - PURPOSE: The improvement of the existing 4.5-mile two-lane section of U.S. 340 from the existing four-lane section in Clarke County to the existing four-lane section of the Charles Town Bypass in Jefferson County, West Virginia is proposed. The existing facility within the study corridor suffers from capacity and safety deficiencies. Currently, sections of U.S. 340 operate at capacity, providing an unacceptable level of service during daily peak travel periods. By the design year of 2020, the entire two-lane facility will operate over capacity during peal travel periods with an even lower level of service. Four alternatives, including a No-Build Alternative, are considered din this draft EIS. Other alternatives include a transportation systems management alternative (TSM), a mass transit alternative, and the build alternative. The No-Build, TSM and mass transit alternatives would not meet the needs of the project. Six build alternatives, ranging from 4.5 to 5.0 miles in length, are considered in detail. Two build alternatives will be put forward for consideration at this time. The typical section for each build alternative would include four travel lanes divided by a 40-foot depressed median. Estimated costs of the build alternatives range from $21.2 million to $35.4 million. POSITIVE IMPACTS: The project would upgrade the study section of U.S. 340 to the level of service of the contiguous sections at either end of the corridor, thereby improving traffic movements and providing the appropriate capacity for local and long distance travel and movement of goods. Air quality within the corridor would improve significantly, particularly with respect to emissions of carbon monoxide. NEGATIVE IMPACTS: Depending on the build alternative chosen, rights-of-way requirements totaling 107 to 132 acres would result in the displacement of one to seven residences and two to five businesses, up to two acres of wetlands, 5.3 to 7.7 acres of floodplain, 51.5 to 120 acres of prime farmland soils, and, possibly, one archaeological site. Two streams would be affected. From two to six historically significant architectural structures would be affected. Unless sound barriers could be provided, three to 11 sensitive receptors would be affected by noise levels in excess of federal standards. Construction activities would encounter two to four hazardous materials sites. LEGAL MANDATES: National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 010508, 301 pages and maps, December 4, 2001 PY - 2001 KW - Roads and Railroads KW - Agency number: FHWA-WV-EIS-01-1-D KW - Air Quality KW - Archaeological Sites KW - Farmlands KW - Floodplains KW - Hazardous Materials KW - Highways KW - Historic Sites KW - Land Use KW - Noise KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Streams KW - Visual Resources KW - Water Quality KW - Water Resources KW - Wetlands KW - West Virginia KW - National Historic Preservation Act of 1966, Archaeologic 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/16349378?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-12-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+340+IMPROVEMENT+STUDY%2C+JEFFERSON+COUNTY%2C+WEST+VIRGINIA+%28STATE+PROJECT+u219-340-0.00%2802%29%3B+FEDERAL+PROJECT+NH-0340%28030%29.&rft.title=US+340+IMPROVEMENT+STUDY%2C+JEFFERSON+COUNTY%2C+WEST+VIRGINIA+%28STATE+PROJECT+u219-340-0.00%2802%29%3B+FEDERAL+PROJECT+NH-0340%28030%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Charleston, West Virginia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: December 4, 2001 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - Highway-affecting landslides of the Snake River canyon; Part 1, Overview and the elbow slide AN - 50293395; 2004-003985 JF - Wyoming Geo-Notes AU - Hager, G Michael AU - Falk, Mark A AU - Dahill, James M AU - Turner, John P Y1 - 2001/12// PY - 2001 DA - December 2001 SP - 30 EP - 34 PB - Geological Survey of Wyoming, Laramie, WY VL - 72 SN - 8756-0348, 8756-0348 KW - United States KW - Wyoming KW - landslides KW - Snake River canyon KW - geologic hazards KW - mass movements KW - risk assessment KW - effects KW - roads KW - 22:Environmental geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50293395?accountid=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=Wyoming+Geo-Notes&rft.atitle=Highway-affecting+landslides+of+the+Snake+River+canyon%3B+Part+1%2C+Overview+and+the+elbow+slide&rft.au=Hager%2C+G+Michael%3BFalk%2C+Mark+A%3BDahill%2C+James+M%3BTurner%2C+John+P&rft.aulast=Hager&rft.aufirst=G&rft.date=2001-12-01&rft.volume=72&rft.issue=&rft.spage=30&rft.isbn=&rft.btitle=&rft.title=Wyoming+Geo-Notes&rft.issn=87560348&rft_id=info:doi/ LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2004-01-01 N1 - PubXState - WY N1 - Document feature - illus. incl. sketch maps N1 - Last updated - 2012-06-07 N1 - SubjectsTermNotLitGenreText - effects; geologic hazards; landslides; mass movements; risk assessment; roads; Snake River canyon; United States; Wyoming ER - TY - JOUR T1 - A fatality caused by accidental production of hydrogen sulfide AN - 18270907; 5324283 AB - A 55-year-old male Caucasian truck driver was dead at the scene after breathing hydrogen sulfide (H sub(2)S) produced by an accidental transfer of sodium hydrogen sulfide (NaHS) from a tanker truck to a tank containing 4% sulfuric acid (H sub(2)SO sub(4)) and iron(II) sulfate (FeSO sub(4)). Autopsy of the decedent's body revealed pulmonary edema and passive congestion in lungs, spleen, kidneys, and adrenal glands. Postmortem biological samples were analyzed for carbon monoxide, cyanide, ethanol, and drugs. Since a potential exposure to H sub(2)S was involved, blood was also analyzed for sulfide (S super(2-)). The analysis entailed isolating S super(2-) from blood as H sub(2)S using 0.5 M H sub(3)PO sub(4), trapping the gas in 0.1 M NaOH, and determining the electromotive force using a sulfide ion specific electrode. Acetaminophen at a concentration of 14.3 mu g/ml was found in blood, and metoprolol was detected in the blood, liver, and kidney samples. The blood S super(2-) level was determined to be 1.68 mu g/ml. It is concluded that the cause of death was H sub(2)S poisoning associated with a hazardous material accident in an industrial situation. JF - Forensic Science International AU - Chaturvedi, A K AU - Smith AU - Canfield, D V AD - US Department of Transportation, Toxicology and Accident Research Laboratory (AAM-610), Aeromedical Research Division, Civil Aerospace Medical Institute, Federal Aviation Administration, P.O. Box 25082, Oklahoma City, OK 73125-5066, USA, arvind_chaturvedi@mmacmail.jccbi.gov Y1 - 2001/12/01/ PY - 2001 DA - 2001 Dec 01 SP - 211 EP - 214 VL - 123 IS - 2-3 SN - 0379-0738, 0379-0738 KW - man KW - case reports KW - hydrogen sulfide KW - sodium hydrogen sulfide KW - sulfuric acid KW - Toxicology Abstracts; Health & Safety Science Abstracts KW - Chemicals KW - Mortality KW - Accidents KW - Poisoning KW - Occupational exposure KW - X 24151:Acute exposure KW - H 1000:Occupational Safety and Health UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/18270907?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Atoxicologyabstracts&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Forensic+Science+International&rft.atitle=A+fatality+caused+by+accidental+production+of+hydrogen+sulfide&rft.au=Chaturvedi%2C+A+K%3BSmith%3BCanfield%2C+D+V&rft.aulast=Chaturvedi&rft.aufirst=A&rft.date=2001-12-01&rft.volume=123&rft.issue=2-3&rft.spage=211&rft.isbn=&rft.btitle=&rft.title=Forensic+Science+International&rft.issn=03790738&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2006-11-01 N1 - Last updated - 2011-12-13 N1 - SubjectsTermNotLitGenreText - Accidents; Poisoning; Mortality; Chemicals; Occupational exposure ER - TY - RPRT T1 - IH-10 WEST: FROM TAYLOR STREET TO FM 1489, HARRIS, FORT BEND, AND WALLER COUNTIES, TEXAS. AN - 36397642; 9076 AB - PURPOSE: The expansion of Interstate 10 (I-10) along the I-10 Katy Freeway from Taylor Street in Houston's central business district to Farm-to-Market 1489, Harris, Fort Bend, and Waller counties, Texas is proposed. The freeway, from Taylor Street to FM 1489, consists of approximately 38 miles of multi-lane, limited-access freeway, with two- and three-lane discontinuous frontage roads. There are some 36 interchanges along the corridor, which has 10 general-purpose mainlines. Six general-purpose mainlines are provided in each direction from I-610 to Brookshire. From the Brookshire city limits to FM 1489, I-10 provides four mainlines, with two-lane, discontinuous frontage roads. Expected increases in population and employment in the west Houston area will place extreme stress on the existing freeway. A No Action Alternative and three alignment alternatives are considered in this final EIS. The preferred alternative would involve construction of two special-use lanes in both direction between I-610 and State Highway (SH) 6. The alternative would also include the addition of one through, general purpose lane in each direction between I-610 and the city of Katy and auxiliary lanes to provide lane balance at major interchanges linking the facility to I-610, Beltway 8, SH 6, and Grand Parkway. The proposed alignment would follow the existing I-10 Katy Freeway alignment, encompassing the existing parallel Union Railroad, currently owned by the Texas Department of Transportation, and the Old Katy Road right-of-way. POSITIVE IMPACTS: The preferred alternative would bring the existing freeway up to state and federal standards and provide continuous frontage roads throughout most of the corridor. Pedestrian and bicycle movements would be accommodated. The alternative would preserve maximum flexibility for future modification of the special-use lanes in the center of the freeway to meet future needs within the corridor, including conversion to a fixed guideway facility, automated highway, or other future transit alternative. A major increase in the ability to accommodate high-occupancy-vehicle lane/special-use lane capacity would be realized. NEGATIVE IMPACTS: Rights-of-way acquisition would result in the displacement of 871 businesses, 72 single-family units, 122 multi-family units, and two nonprofit organizations. A number of utility lines would also require relocation. The facility improvements would occur in an area that is in violation of federal air quality standards for ozone. Traffic-related noise would exceed federal standards at numerous receptor sites, but noise barriers could be provided to mitigate these impacts somewhat. The facility crosses Bessie's Creek, Brookshire Creek, Willow Fork Buffalo Bayou, Snake Creek, Cane Island Branch, and Mason Creek, and the project could require placement of fill in streams and/or the associated wetlands. Twelve wetlands could be affected. The project could affect Stude Park, some undeveloped municipal land in the city of Spring Valley, and Spring Valley Park, though parkland impacts would be mitigated by acquisition of replacement land. Nine hazardous waste sites would be encountered during construction. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 01-0199D, Volume 25, Number 2. JF - EPA number: 010504, Final EIS--356 pages and maps, Public Hearing Analysis--212 pages, November 29, 2001 PY - 2001 KW - Roads and Railroads KW - Agency number: FHWA-TEX-EIS-00-01-F KW - Air Quality KW - Air Quality Standards Violations KW - Creeks KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise KW - Noise Control KW - Noise Standards Violations KW - Parks KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Wetlands KW - Texas KW - Department of Transportation Act of 1966, Parks KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36397642?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-11-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=IH-10+WEST%3A+FROM+TAYLOR+STREET+TO+FM+1489%2C+HARRIS%2C+FORT+BEND%2C+AND+WALLER+COUNTIES%2C+TEXAS.&rft.title=IH-10+WEST%3A+FROM+TAYLOR+STREET+TO+FM+1489%2C+HARRIS%2C+FORT+BEND%2C+AND+WALLER+COUNTIES%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Austin, Texas; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: November 29, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US 70: RUIDOSO DOWNS TO RIVERSIDE (MILE POST 264.5 TO 302), LINCOLN COUNTY, NEW MEXICO (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF MAY 2001). AN - 36415837; 9073 AB - PURPOSE: The improvement of US 70 through the Hondo Valley in Lincoln County, New Mexico is proposed. The project would extend from Ruidoso Downs to a point just east of the community of Riverside (mile post 264.5 to mile post 302). Statistics compiled by state authorities show that this segment of US 70 has an accident rate of 1.22 per million vehicle miles, a rate that is almost twice the statewide average. The rate of fatal accidents along the segment of highway is twice the national average. Analysis of accident data revealed that a high percentage of accident involved conflicts between through traffic and turning vehicles and failed passing maneuvers. Conditions affecting the highway that contribute to accidents include a large number of driveways and roadways that intersect with the highway, the lack of passing lanes and turning lanes, and inadequate sight distances due to the curvilinear alignment of the facility. Three alternatives, including a No-Build Alternative (Alternative 1), were considered in this draft EIS of May 2001. Alternative 2 would involve reconstruction of the highway segment as a two-lane facility. Enhancements would include the addition of passing lanes, acceleration and deceleration lanes at major driveways, center-turn lanes at state and county roads, and continuous, consistent-width shoulders. Alternative 3, which is the preferred alternative, would reconstruct the facility as a continuous four-lane facility. Center left-turn lanes would be provided at the intersections of US 70 with US 380, New Mexico (NM) 395, NM 368, County Road 028, and the driveway entrance to the Hondo Valley School site in the community of Hondo. Bridges would be constructed across the Rio Ruidoso and Rio Bonito. Estimated costs of alternatives 2 and 3 range from $78 million to $83 million and from $90 million to $95 million, respectively. This draft supplement to the draft EIS addresses public concerns regarding the need for and provisions for turning lanes; potential impacts to the acequia irrigation system and individual irrigation ditches, potential impacts to cultural resources and cultural landscapes, and potential impacts to communities within the study area. POSITIVE IMPACTS: The project would improve the safety of travel on US 70 and facilitate the adopted economic development goals of the state. NEGATIVE IMPACTS: Acquisition of 149 acres of rights-of-way would result in the displacement four houses, one business, one fruit stand, six other buildings, and 3.8 acres of farmland. Loss of vegetation and cut slopes and fill embankments would affect the visual aesthetics of the corridor. Approximately 123 acres of wildlife habitat would be displaced. Two wetlands would be affected by small losses, and the facility would pass closely to nine other wetlands. Archaeological sites and two historic ditch systems would be affected, and buildings in proximity to the highway are either included in the National Register of Historic Places or eligible for inclusion. Noise standards would be violated at several sensitive receptor sites along the corridor. Social impacts associated with the project would disproportionately affect low-income persons and Hispanics. LEGAL MANDATES: National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 01-0326D, Volume 25, Number 3. JF - EPA number: 010501, 141 pages, November 27, 2001 PY - 2001 KW - Roads and Railroads KW - Archaeological Sites KW - Bridges KW - Buildings KW - Cultural Resources KW - Farmlands KW - Highways KW - Historic Sites KW - Minorities KW - Noise KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Socioeconomic Assessments KW - Vegetation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - New Mexico KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36415837?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-11-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+70%3A+RUIDOSO+DOWNS+TO+RIVERSIDE+%28MILE+POST+264.5+TO+302%29%2C+LINCOLN+COUNTY%2C+NEW+MEXICO+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+MAY+2001%29.&rft.title=US+70%3A+RUIDOSO+DOWNS+TO+RIVERSIDE+%28MILE+POST+264.5+TO+302%29%2C+LINCOLN+COUNTY%2C+NEW+MEXICO+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+MAY+2001%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sante Fe, New Mexico; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: November 27, 2001 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). AN - 36410123; 9066 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 applicant's proposal would include 262.-3 miles of new rail line extending from DM&E's existing system near Wasta, South Dakota. The new line would extend generally to the southwest to Edgemont, South Dakota, thence west into Wyoming to connect with existing coal mines located south of Gillette. This portion of the new construction would traverse portions of Custer, Fall River, Jackson, and Pennington counties, South Dakota and Campbel, Converse, Niobrara, and Weston counties, Wyoming. The new rail construction would also include a 13.31-mile line segment at Mankato, Minnesota within Blue Earth and Nicollet counties. DM&E current uses trackage on both sides of Mankato, accessed by trackage rights on rail line operated by the Union Pacific Railroad Company (UP). The Mankato construction would provide DM&E direct access between its existing lines and allow DM&E to avoid operational conflicts with UP. The final proposed segment of new rail construction would create a connection between the existing rail systems of DM&E and the I&M Link Railroad. The connection would include construction and operation of approximately 2.94 miles of new rail line near Owatonna, Minnesota in Steele County. To transport coal over the existing system, DM&E would rebuild and upgrade approximately 597.8 miles of rail line along its existing system; 584.95 miles of the rehabilitated track would be along DM&E's mainline between Wasta, South Dakota, and Winona, Minnesota. This upgrade project would cross Winona, Olmstead, Dodge, Steele, Waseca, Nicollet, Blue Earth, 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), are considered with respect to extension of the system in this final EIS. 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 abstract of the draft EIS, see 00-0440D, Volume 24, Number 4. JF - EPA number: 010444, Draft EIS: Executive Summary--141 pages, Volume I--139, Volume II--387 pages, Volume III-A--279, Volume III-B--355 pages, Volume IV--341 pages, Volume V--401 pages, Volume VI--447 pages, Volume VII-A--463 pages, Volume VII-B--431 pages, Volume VIII-A--212 pages, Volume VIII-B--432 pages, Volume VIII-C--312 pages. Final EIS: Executive Summary--50 pages, Volume I--203 pages, Volume II--262 pages, Volume III--187 pages, Volume IV-A--337 pages, Volume-341 pages, Volume IV-C--321 pages, Volume IV-D--342 pages, November 20, 2001 PY - 2001 KW - Roads and Railroads KW - Air Quality KW - Air Quality Assessments KW - Biologic Assessments KW - Bridges KW - Coal KW - Cultural Resources KW - Cultural Resources Surveys 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 - Safety Analyses KW - Socioeconomic Assessments KW - Soils KW - Transportation KW - Transportation Surveys KW - Visual Resources KW - Water Quality KW - Wildlife KW - Wetlands KW - Minnesota KW - South Dakota KW - Wyoming KW - Federal Land Policy and Management Act of 1976, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - Interstate Commerce Commission Termination Act, Project Authorization UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36410123?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-11-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CONSTRUCTION+INTO+THE+POWDER+RIVER+BASIN%2C+POWDER+RIVER+BASIN+EXPANSION+PROJECT%2C+MINNESOTA%2C+SOUTH+DAKOTA%2C+WYOMING+%28FINANCE+DOCKET+NO.+33407+-+DAKOTA%2C+MINNESOTA%2C+%26+EASTERN+RAILROAD+CORPORATION%29.&rft.title=CONSTRUCTION+INTO+THE+POWDER+RIVER+BASIN%2C+POWDER+RIVER+BASIN+EXPANSION+PROJECT%2C+MINNESOTA%2C+SOUTH+DAKOTA%2C+WYOMING+%28FINANCE+DOCKET+NO.+33407+-+DAKOTA%2C+MINNESOTA%2C+%26+EASTERN+RAILROAD+CORPORATION%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: November 20, 2001 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - Antidrug and alcohol misuse prevention programs for personnel engaged in specified aviation activities. Final rule; technical amendment. AN - 72379888; 11776282 AB - The FAA is making minor technical amendments to its drug and alcohol regulations final rule, which was effective August 1, 2001. Since publication of the final rule, we have become aware of minor corrections that need to be made to avoid confusion. The effect of this technical amendment will be to correct the rule language to reflect the intent of the final rule. JF - Federal register AU - Federal Aviation Administration (FAA), DOT AD - Federal Aviation Administration (FAA), DOT Y1 - 2001/11/19/ PY - 2001 DA - 2001 Nov 19 SP - 57865 EP - 57867 VL - 66 IS - 223 SN - 0097-6326, 0097-6326 KW - Ethanol KW - 3K9958V90M KW - Health technology assessment KW - United States KW - Medical Records KW - Humans KW - Government Agencies KW - Personnel Management -- legislation & jurisprudence KW - Confidentiality -- legislation & jurisprudence KW - Safety Management KW - Substance-Related Disorders -- diagnosis KW - Aviation KW - Substance Abuse Detection -- legislation & jurisprudence KW - Substance Abuse Detection -- methods UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/72379888?accountid=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=Federal+register&rft.atitle=Antidrug+and+alcohol+misuse+prevention+programs+for+personnel+engaged+in+specified+aviation+activities.+Final+rule%3B+technical+amendment.&rft.au=Federal+Aviation+Administration+%28FAA%29%2C+DOT&rft.aulast=Federal+Aviation+Administration+%28FAA%29&rft.aufirst=DOT&rft.date=2001-11-19&rft.volume=66&rft.issue=223&rft.spage=57865&rft.isbn=&rft.btitle=&rft.title=Federal+register&rft.issn=00976326&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date completed - 2002-01-09 N1 - Date created - 2002-01-02 N1 - Date revised - 2017-01-13 N1 - Last updated - 2017-01-18 ER - TY - RPRT T1 - STELLER SEA LION PROTECTION MEASURES IN THE FEDERAL GROUNDFISH FISHERIES OFF ALASKA (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF DECEMBER 1979). AN - 36409679; 9061 AB - PURPOSE: The implementation of a plan for the protection of Steller sea lions under the authority of the fishery management plans for groundfish fisheries of the Gulf of Alaska and the Bering Sea and Aleutian Islands is proposed. Within fisheries in the range of the Steller sea lion west of Cape Suckling, the species is considered endangered; within the area east of Cape Suckling, the species is considered endangered. In the core region from Kenai Peninsula to Kiska Island, counts of adult and juvenile sea lions have declined by approximately 80 percent since the population size was estimated in the late 1950s. Five alternatives, including a No Action Alternative (Alternative 1), are considered in this final supplemental programmatic EIS. The primary purpose of the proposed action is to modify the management plan for the pollock, Pacific cod, and Atka mackerel fisheries such that the reconfigured fisheries do not jeopardize the continued existence of Steller sea lions or adversely affect their crucial habitat. If more than one alternative action would accomplish the primary purpose, a secondary objective would be to modify the fisheries such that the reconfiguration minimizes the economic and social costs that would be imposed on the commercial fishing industry and the associated coastal communities. The preferred alternative (Alternative 4) would involve an area and fishery specific approach. The approach would allow for different types of management measures in the three affected areas. Essential measures would include fishery-specific closed areas around rookeries and hallouts, together with seasonal and catch apportionments. Three options for closure areas would be considered; these include small boat exemptions for the Chignik and /or Unalaska tribes and gear-specific zones for the Gulf of Alaska Pacific cod fisheries. POSITIVE IMPACTS: The preferred alternative would protect the habitat and individuals of the Steller sea lion species from further incidental by fishing interests in the affected fisheries. The socioeconomic impacts of the preferred alternative would be as limited as possible. NEGATIVE IMPACTS: Conditionally significant effects would occur with respect to the harvest of prey species for Steller sea lion. Economic returns from the affected fisheries would decline by between one and six percent overall; specific regions could suffer from losses of up to 17 percent. LEGAL MANDATES: Endangered Species Act of 1973 (16 U.S.C. 1531 et seq.) and Magnuson Fishery Conservation and Management Act of 1976 (16 U.S.C. 1801 et seq.). PRIOR REFERENCES: For the abstract of the draft and final EISs, see 78-1352D, Volume 2, Number 9 and 80-0198F respectively. For the abstract of the draft supplemental EIS, see 01-0421DS, Volume 25, Number 4. JF - EPA number: 010439, Volume I (Part 1)-356 pages, Volume I (Part 2)--690 pages, Volume II--727 pages, Volume III--292 pages, Map Supplement, November 16, 2001 PY - 2001 KW - Parks, Refuges and Forests KW - Biologic Assessments KW - Coastal Zones KW - Corals KW - Employment KW - Endangered Species (Animals) KW - Fisheries KW - Fisheries Management KW - Marine Mammals KW - Marine Systems KW - Oceans KW - Socioeconomic Assessments KW - Alaska KW - Bering Sea KW - Gulf of Alaska KW - Aleutian Islands KW - Endangered Species Act of 1973, Animals KW - Magnuson Fishery Conservation and Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36409679?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-11-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STELLER+SEA+LION+PROTECTION+MEASURES+IN+THE+FEDERAL+GROUNDFISH+FISHERIES+OFF+ALASKA+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+DECEMBER+1979%29.&rft.title=STELLER+SEA+LION+PROTECTION+MEASURES+IN+THE+FEDERAL+GROUNDFISH+FISHERIES+OFF+ALASKA+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+DECEMBER+1979%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Commerce, National Marine Fisheries Service, Juneau, Alaska; DC N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: November 16, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FOX RIVER BRIDGES PROJECT TO CONSTRUCT UP TO THREE NEW BRIDGES ACROSS THE FOX RIVER IN KANE COUNTY, ILLINOIS. AN - 36411952; 9060 AB - PURPOSE: The construction of three new crossings of the Fox River between the Kane/McHenry County line and the Kane/Kendall County line in Illinois is proposed. The five potential bridge corridors under consideration are Bolz Road in the villages of Carpentersville and Algonquin, CC&P/Stearns Road in the Village of South Elgin and near the Village of Wayne, Red Gate Road near the City of St. Charles and in the Village of Wayne, C&NW/Dean Street in the City of St. Charles, and Illinois Route 56/Oak Street in the Village of North Aurora and the City of Aurora. The need for this project is based on ongoing development on the west side of the Fox River in Kane County. Prioritization of which corridors were selected and which projects constructed would rest with the Kane County Board. The length of the Fox River in Kane County under study is divided into three regions. The Boltz Road corridor lies in the northern region; the CC&P/Stearns Road, Red Gate Road and C&NW/Dean Street corridors lie in the central region; and the Illinois Route 56/Oak Street corridor lies in the southern region. The proposed cross-sections for the crossings vary across corridors due to differences in adjoining land uses. The Bolz Road cross-section would consist of two 12-foot lanes in each direction separated by an 18-foot median; the road would extend 5.6 miles. The CC&P Stearns Road cross-section would consist of two 12-foot lanes in each direction separated by a four-foot median; the road would extend 7.3 miles. Three alignments are under consideration for the 4.0- to 5.8-mile Red Gate Road corridor; depending on the alignment selected, the road would consist of two 12-foot lanes in each direction separated by a four-foot median or a simple two-lane roadway. The 1.9-mile C&NW/Dean corridor cross-section would consist of two 12-foot lanes. The 5.2-mile Illinois Route 56/Oak Street cross-section would consist of two 12-foot lanes in each direction. Various intersection improvements would be provided in relation to each crossing. Illinois Routes 31 and 25 would be grade separated from the road associated with the C&NW/Dean Street corridor, and Illinois Route 31 would be grade separated from the road associated with the CC&P/Stearns Road corridor. All build alternatives would accommodate bicycles and pedestrians via 10-foot multi-user lanes on or attached to each bridge and mixed use paths along the roadway approaches. The recommended alternatives are the Boltz Road, CC&P Stearns Road, and Illinois Route 56/Oak Street crossings. POSITIVE IMPACTS: Bridge construction would serve existing land use by providing efficient access to central business districts, public service and employment and commercial centers in the area. The bridges would also serve future land use in conformance with Kane County's 2020 Land Resource Management Plan goals of encouraging compact, contiguous growth in the eastern portion of the County while preserving the pastoral qualities of the western portion. Finally the bridges would provide alternative, and more direct, routes within the Kane County transportation network, thereby reducing congestion. NEGATIVE IMPACTS: Right-of-way acquisition would result in displacement of up to 52 homes and seven businesses employing approximately 500 workers. Approximately two acres of wetland would be filled, and roadway salt would degrade water quality in remaining wetlands. The project would encroach on numerous public parks and forest preserves, and development of corridors would fragment habitat or convert habitat to roadway. Several sites that are on or may be eligible for inclusion in the National Register of Historic Places could be affected, including Moline Foundry, Kirkland Plant, numerous farmsteads, the Oak Lawn Historic District, and the Perry-Lathrop home. One of the Red Gate Road alignments would conflict with Kane County planning objectives. Traffic noise would exceed federal standards for some receptors; not all receptors would be amenable to effective mitigation measures. LEGAL MANDATES: Department of Transportation Act of 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 98-0245D, Volume 22, Number 3. JF - EPA number: 010438, Volume I--339 pages, Volume II--maps,Volume III--225 pages, Appendix A--807 pages, November 15, 2001 PY - 2001 KW - Roads and Railroads KW - Agency number: FHWA-IL-EIS-93-01-D KW - Bridges KW - Employment KW - Forests KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise KW - Noise Standards Violations KW - Parks KW - Preserves KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Water Quality KW - Wildlife Habitat KW - Wetlands KW - Illinois KW - Department of Transportation Act of 1966, Parks 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, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36411952?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-11-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FOX+RIVER+BRIDGES+PROJECT+TO+CONSTRUCT+UP+TO+THREE+NEW+BRIDGES+ACROSS+THE+FOX+RIVER+IN+KANE+COUNTY%2C+ILLINOIS.&rft.title=FOX+RIVER+BRIDGES+PROJECT+TO+CONSTRUCT+UP+TO+THREE+NEW+BRIDGES+ACROSS+THE+FOX+RIVER+IN+KANE+COUNTY%2C+ILLINOIS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Springfield, Illinois; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: November 15, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - LOUISVILLE-SOUTHERN INDIANA OHIO RIVER BRIDGES PROJECT, JEFFERSON COUNTY, KENTUCKY AND CLARK COUNTY, INDIANA. AN - 36441329; 10058 AB - PURPOSE: The construction of one or two bridges to improve mobility across the Ohio River between Jefferson County, Kentucky and Clark County, Indiana is proposed. Population and employment in the contiguous portions of eastern Jefferson and southeastern Clark counties are growing at steady rates. The existing crossing, the Kennedy Bridge, is characterized by congested traffic movements, which have resulted in long travel times and safety problems. Four alternatives, including a No Action Alternative and a transportation system management alternative, are considered in this final EIS. Bridge alternatives include construction of one bridge either on the east end of town or downtown and construction of two bridges, one in each area. Six alignments within the east end study area and three alignments in the downtown area are addressed. All downtown alignment alternatives would involve alteration of the existing Kennedy Bridge and the Kennedy Interchange. The two-bridge alternative has been selected as the preferred alternative. The alternative would provide for a new Ohio River bridge between downtown Louisville, Tennessee and Jeffersonville, Kentucky immediately upstream of the existing Interstate 65 (I-65) bridge crossing and a second new bridge approximately eight miles upstream of the existing crossing that would provide connections in the eastern part of Jefferson and Clark counties between I-265 in Kentucky and Indiana. The preferred alternative would also provide for the relocation of the Kennedy interchanges connecting I-65, I-64, and I-71 near downtown Louisville and reconstruction of I-65 and the Court Street interchange in Jefferson. Cost of the preferred alternative is estimated at $2.5 billion. POSITIVE IMPACTS: Bridge construction would increase the highway crossing capacity with respect to the Ohio River significantly and improve safety and travel times. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements for the east end bridge would displace 33 to 252 residences, up to 24 businesses, up to 5 community facilities, 110 to 153 acres of farmland, land within one to three parkland/recreational areas and one to 20 farms, 164 to 299 acres of soil, 196 to 296 acres of wildlife habitat, 3.75 to 12.4 acres of wetlands, 16 to 39 acres of floodplain associated with two to four watersheds and eight to 15 streams. Four to eight historic sites and two to 10 archaeologic sites would be affected, and one or two historic sites could be affected. Traffic-generated noise levels along eastern alignments would exceed federal standards in the vicinity of 14 to 30 sensitive receptor sites. Construction at the Kennedy Interchange would displace two to nine residences, 30 to 50 businesses, land within four parkland/recreational areas, 25 to 70 acres of wildlife habitat, up to 0.25 acre of wetland, and 26 to 54 acres of floodplain land. One or two historic districts would be affected, though no specific sites would be impacted. Traffic-generated noise levels in the area of the interchange would exceed federal standards in the vicinity of eight sensitive receptor sites. Downtown crossings would displace 21 to 160 residences, 30 to 75 businesses, two to four acres of farmland, 37 to 39 acres of wildlife habitat, and nine to 13 acres within one floodplain. One to three historic districts and one to three historic sites would be affected. Traffic-generated noise levels would exceed federal standards in the vicinity of four to nine 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.), 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 02-0070D, Volume 26, Number 1. JF - EPA number: 030179, Volume I--931 pages and maps, Volume II--1,110 pages and maps, Volume III--1,410 pages, Volume--IV--1,598 pages and maps, 4 CD-ROMS, November 9, 2001 PY - 2001 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-01-02-F KW - Archaeological Sites KW - Bridges KW - Farmlands KW - Floodplains KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Noise Standards Violations KW - Parks KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Streams KW - Wetlands KW - Indiana KW - Kentucky 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 KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36441329?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-11-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=LOUISVILLE-SOUTHERN+INDIANA+OHIO+RIVER+BRIDGES+PROJECT%2C+JEFFERSON+COUNTY%2C+KENTUCKY+AND+CLARK+COUNTY%2C+INDIANA.&rft.title=LOUISVILLE-SOUTHERN+INDIANA+OHIO+RIVER+BRIDGES+PROJECT%2C+JEFFERSON+COUNTY%2C+KENTUCKY+AND+CLARK+COUNTY%2C+INDIANA.&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 - Final. Preparation date: November 9, 2001 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - CENTRAL LINK LIGHT RAIL TRANSIT PROJECT, SEATTLE, TUKWILA AND SEATAC, WASHINGTON (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF NOVEMBER 1999). AN - 36410211; 9054 AB - PURPOSE: The construction and operation of an electric light-rail transit system in the Central Puget Sound region (Seattle, Tukwila, and SeaTac) of west-central Washington are proposed by the Central Puget Sound Regional Transit Authority (Sound Transit). The light-rail system, to be known as Central Link, would operate in an exclusive and semi-exclusive right-of-way between North Seattle and the city of SeaTac. The project would constitute a component of Sound Move, the 10-year program for regional high-capacity transportation. Issues addressed in the final EIS included those related to land use and economic development, displacement and relocation, neighborhoods and environmental justice, visual and aesthetic resources, air quality, noise and vibration, ecosystems, water quality and hydrology, energy use, geology and soils, hazardous materials, electromagnetic radiation, public services, utilities, historic and archaeologic sites, parklands, construction impacts, and cumulative impacts. Alternatives considered included a No-Build Alternative, two light-rail length alternatives, 24 rail route alternatives, 61 station options, and three alternative maintenance base sites. With 24 to 29 miles of light-rail line, the corridor is divided into six geographic segments, including: Segment A - Northgate to University District; Segment B - University District to Westlake Station; Segment C - Westlake Station to South McClellan Street; Segment D - South McClellan Street to Boeing Access, Segment E - Tukwila; and Segment F - SeaTac. For each segment, two to five route alternatives were considered. The segment alternatives would be linked to create a complete, operable light-rail system. System length alternatives would extend from the city of SeaTac, just south of Seattle-Tacoma (SeaTac) International Airport, to either Northeast Forty-Fifth Street (the University District) or Northgate in Seattle. Depending on the final decision with respect to alternative options, costs of the project, as estimated in the final EIS, ranged from $1.1 billion to $2.1 billion. Locally preferred alternatives were identified for all but one segment, but no decision was made within the final EIS by the federal authorities. This final supplement to the final EIS addresses an alternative route through the city of Tukwila (Section E). The route selected by Sound Transit would primarily follow Tukwila International Boulevard (State Route (SR) 99), utilizing both elevated and at-grade sections in the median of the roadway. The alternative route evaluated in this supplemental EIS would follow East Marginal Way, SR 599, Interstate 5, and SR 518; most of the line would be on elevated structures within the existing freeway rights-of-way. Stations would be located at Boeing Access Road and South 154th Street. An alignment option on the east side of East Marginal Way and a future potential station at South 133rd Street are also evaluated. The supplemental EIS compares the information on the project route through Tukwila with information on a part of the route through SeaTac (Section F). Estimated capital cost of the Tukwila alternative is $233 million; annual operation and maintenance costs are estimated at $50.4 million, POSITIVE IMPACTS: The system would connect the region's major activity centers, including Northgate, Roosevelt, the University District, Capitol Hill, First Hill, downtown Seattle, the Rainier Valley area, the City of Tukwila, and city of SeaTack, and the Sea-Tac International Airport. Seattle Center and Southcenter Mall could also be served. These areas include the state's highest employment concentrations and contain the highest transit ridership. The system would expand transit capacity within the region's most densely populated and congested corridor, provide a practical alternative to driving on increasingly congested roadways, support comprehensive land use and transportation planning, provide environmental benefits, and improve mobility for travel-disadvantaged residents along he corridor. NEGATIVE IMPACTS: System development would result residential and commercial displacements, affect historic and archaeologic resources and parkland and wetland, impede non-motorized access at some locations. Vegetation and associated wildlife would be destroyed in some areas. Some neighborhoods, including those with low-income and minority populations, would suffer some impacts due to the visual intrusion of rail structures into their neighborhoods and barriers to movement resulting from the presence of the structures. Hazardous materials sites would be encountered during construction. System operation would result in some impacts due to noise and vibration. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601), and Urban Mass Transportation Act of 1964, as amended (49 U.S.C. 1601 et seq.). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 99-0066D, Volume 23, Number 1 and 00-0096F, Volume 24, Number 1. For the abstract of the draft supplemental EIS, see 01-0051D, Volume 25, Number 1. JF - EPA number: 010432, 417 pages, November 9, 2001 PY - 2001 KW - Roads and Railroads KW - Air Quality KW - Archaeological Sites KW - Hazardous Materials KW - Historic Sites KW - Impact Assessment Methodology KW - Land Use KW - Minorities KW - Noise KW - Parks KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Vegetation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Washington KW - Department of Transportation Act of 1966, Compliance KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance KW - Urban Mass Transportation Act of 1964, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36410211?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-11-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CENTRAL+LINK+LIGHT+RAIL+TRANSIT+PROJECT%2C+SEATTLE%2C+TUKWILA+AND+SEATAC%2C+WASHINGTON+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+NOVEMBER+1999%29.&rft.title=CENTRAL+LINK+LIGHT+RAIL+TRANSIT+PROJECT%2C+SEATTLE%2C+TUKWILA+AND+SEATAC%2C+WASHINGTON+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+NOVEMBER+1999%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Seattle, Washington; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: November 9, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - LOUISVILLE-SOUTHERN INDIANA OHIO RIVER BRIDGES PROJECT, JEFFERSON COUNTY, KENTUCKY AND CLARK COUNTY, INDIANA. [Part 4 of 4] T2 - LOUISVILLE-SOUTHERN INDIANA OHIO RIVER BRIDGES PROJECT, JEFFERSON COUNTY, KENTUCKY AND CLARK COUNTY, INDIANA. AN - 36346579; 10058-030179_0004 AB - PURPOSE: The construction of one or two bridges to improve mobility across the Ohio River between Jefferson County, Kentucky and Clark County, Indiana is proposed. Population and employment in the contiguous portions of eastern Jefferson and southeastern Clark counties are growing at steady rates. The existing crossing, the Kennedy Bridge, is characterized by congested traffic movements, which have resulted in long travel times and safety problems. Four alternatives, including a No Action Alternative and a transportation system management alternative, are considered in this final EIS. Bridge alternatives include construction of one bridge either on the east end of town or downtown and construction of two bridges, one in each area. Six alignments within the east end study area and three alignments in the downtown area are addressed. All downtown alignment alternatives would involve alteration of the existing Kennedy Bridge and the Kennedy Interchange. The two-bridge alternative has been selected as the preferred alternative. The alternative would provide for a new Ohio River bridge between downtown Louisville, Tennessee and Jeffersonville, Kentucky immediately upstream of the existing Interstate 65 (I-65) bridge crossing and a second new bridge approximately eight miles upstream of the existing crossing that would provide connections in the eastern part of Jefferson and Clark counties between I-265 in Kentucky and Indiana. The preferred alternative would also provide for the relocation of the Kennedy interchanges connecting I-65, I-64, and I-71 near downtown Louisville and reconstruction of I-65 and the Court Street interchange in Jefferson. Cost of the preferred alternative is estimated at $2.5 billion. POSITIVE IMPACTS: Bridge construction would increase the highway crossing capacity with respect to the Ohio River significantly and improve safety and travel times. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements for the east end bridge would displace 33 to 252 residences, up to 24 businesses, up to 5 community facilities, 110 to 153 acres of farmland, land within one to three parkland/recreational areas and one to 20 farms, 164 to 299 acres of soil, 196 to 296 acres of wildlife habitat, 3.75 to 12.4 acres of wetlands, 16 to 39 acres of floodplain associated with two to four watersheds and eight to 15 streams. Four to eight historic sites and two to 10 archaeologic sites would be affected, and one or two historic sites could be affected. Traffic-generated noise levels along eastern alignments would exceed federal standards in the vicinity of 14 to 30 sensitive receptor sites. Construction at the Kennedy Interchange would displace two to nine residences, 30 to 50 businesses, land within four parkland/recreational areas, 25 to 70 acres of wildlife habitat, up to 0.25 acre of wetland, and 26 to 54 acres of floodplain land. One or two historic districts would be affected, though no specific sites would be impacted. Traffic-generated noise levels in the area of the interchange would exceed federal standards in the vicinity of eight sensitive receptor sites. Downtown crossings would displace 21 to 160 residences, 30 to 75 businesses, two to four acres of farmland, 37 to 39 acres of wildlife habitat, and nine to 13 acres within one floodplain. One to three historic districts and one to three historic sites would be affected. Traffic-generated noise levels would exceed federal standards in the vicinity of four to nine 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.), 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 02-0070D, Volume 26, Number 1. JF - EPA number: 030179, Volume I--931 pages and maps, Volume II--1,110 pages and maps, Volume III--1,410 pages, Volume--IV--1,598 pages and maps, 4 CD-ROMS, November 9, 2001 PY - 2001 VL - 4 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-01-02-F KW - Archaeological Sites KW - Bridges KW - Farmlands KW - Floodplains KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Noise Standards Violations KW - Parks KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Streams KW - Wetlands KW - Indiana KW - Kentucky 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 KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36346579?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-11-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=LOUISVILLE-SOUTHERN+INDIANA+OHIO+RIVER+BRIDGES+PROJECT%2C+JEFFERSON+COUNTY%2C+KENTUCKY+AND+CLARK+COUNTY%2C+INDIANA.&rft.title=LOUISVILLE-SOUTHERN+INDIANA+OHIO+RIVER+BRIDGES+PROJECT%2C+JEFFERSON+COUNTY%2C+KENTUCKY+AND+CLARK+COUNTY%2C+INDIANA.&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 - Final. Preparation date: November 9, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - LOUISVILLE-SOUTHERN INDIANA OHIO RIVER BRIDGES PROJECT, JEFFERSON COUNTY, KENTUCKY AND CLARK COUNTY, INDIANA. [Part 3 of 4] T2 - LOUISVILLE-SOUTHERN INDIANA OHIO RIVER BRIDGES PROJECT, JEFFERSON COUNTY, KENTUCKY AND CLARK COUNTY, INDIANA. AN - 36346240; 10058-030179_0003 AB - PURPOSE: The construction of one or two bridges to improve mobility across the Ohio River between Jefferson County, Kentucky and Clark County, Indiana is proposed. Population and employment in the contiguous portions of eastern Jefferson and southeastern Clark counties are growing at steady rates. The existing crossing, the Kennedy Bridge, is characterized by congested traffic movements, which have resulted in long travel times and safety problems. Four alternatives, including a No Action Alternative and a transportation system management alternative, are considered in this final EIS. Bridge alternatives include construction of one bridge either on the east end of town or downtown and construction of two bridges, one in each area. Six alignments within the east end study area and three alignments in the downtown area are addressed. All downtown alignment alternatives would involve alteration of the existing Kennedy Bridge and the Kennedy Interchange. The two-bridge alternative has been selected as the preferred alternative. The alternative would provide for a new Ohio River bridge between downtown Louisville, Tennessee and Jeffersonville, Kentucky immediately upstream of the existing Interstate 65 (I-65) bridge crossing and a second new bridge approximately eight miles upstream of the existing crossing that would provide connections in the eastern part of Jefferson and Clark counties between I-265 in Kentucky and Indiana. The preferred alternative would also provide for the relocation of the Kennedy interchanges connecting I-65, I-64, and I-71 near downtown Louisville and reconstruction of I-65 and the Court Street interchange in Jefferson. Cost of the preferred alternative is estimated at $2.5 billion. POSITIVE IMPACTS: Bridge construction would increase the highway crossing capacity with respect to the Ohio River significantly and improve safety and travel times. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements for the east end bridge would displace 33 to 252 residences, up to 24 businesses, up to 5 community facilities, 110 to 153 acres of farmland, land within one to three parkland/recreational areas and one to 20 farms, 164 to 299 acres of soil, 196 to 296 acres of wildlife habitat, 3.75 to 12.4 acres of wetlands, 16 to 39 acres of floodplain associated with two to four watersheds and eight to 15 streams. Four to eight historic sites and two to 10 archaeologic sites would be affected, and one or two historic sites could be affected. Traffic-generated noise levels along eastern alignments would exceed federal standards in the vicinity of 14 to 30 sensitive receptor sites. Construction at the Kennedy Interchange would displace two to nine residences, 30 to 50 businesses, land within four parkland/recreational areas, 25 to 70 acres of wildlife habitat, up to 0.25 acre of wetland, and 26 to 54 acres of floodplain land. One or two historic districts would be affected, though no specific sites would be impacted. Traffic-generated noise levels in the area of the interchange would exceed federal standards in the vicinity of eight sensitive receptor sites. Downtown crossings would displace 21 to 160 residences, 30 to 75 businesses, two to four acres of farmland, 37 to 39 acres of wildlife habitat, and nine to 13 acres within one floodplain. One to three historic districts and one to three historic sites would be affected. Traffic-generated noise levels would exceed federal standards in the vicinity of four to nine 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.), 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 02-0070D, Volume 26, Number 1. JF - EPA number: 030179, Volume I--931 pages and maps, Volume II--1,110 pages and maps, Volume III--1,410 pages, Volume--IV--1,598 pages and maps, 4 CD-ROMS, November 9, 2001 PY - 2001 VL - 3 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-01-02-F KW - Archaeological Sites KW - Bridges KW - Farmlands KW - Floodplains KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Noise Standards Violations KW - Parks KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Streams KW - Wetlands KW - Indiana KW - Kentucky 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 KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36346240?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-11-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=LOUISVILLE-SOUTHERN+INDIANA+OHIO+RIVER+BRIDGES+PROJECT%2C+JEFFERSON+COUNTY%2C+KENTUCKY+AND+CLARK+COUNTY%2C+INDIANA.&rft.title=LOUISVILLE-SOUTHERN+INDIANA+OHIO+RIVER+BRIDGES+PROJECT%2C+JEFFERSON+COUNTY%2C+KENTUCKY+AND+CLARK+COUNTY%2C+INDIANA.&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 - Final. Preparation date: November 9, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - LOUISVILLE-SOUTHERN INDIANA OHIO RIVER BRIDGES PROJECT, JEFFERSON COUNTY, KENTUCKY AND CLARK COUNTY, INDIANA. [Part 1 of 4] T2 - LOUISVILLE-SOUTHERN INDIANA OHIO RIVER BRIDGES PROJECT, JEFFERSON COUNTY, KENTUCKY AND CLARK COUNTY, INDIANA. AN - 36346143; 10058-030179_0001 AB - PURPOSE: The construction of one or two bridges to improve mobility across the Ohio River between Jefferson County, Kentucky and Clark County, Indiana is proposed. Population and employment in the contiguous portions of eastern Jefferson and southeastern Clark counties are growing at steady rates. The existing crossing, the Kennedy Bridge, is characterized by congested traffic movements, which have resulted in long travel times and safety problems. Four alternatives, including a No Action Alternative and a transportation system management alternative, are considered in this final EIS. Bridge alternatives include construction of one bridge either on the east end of town or downtown and construction of two bridges, one in each area. Six alignments within the east end study area and three alignments in the downtown area are addressed. All downtown alignment alternatives would involve alteration of the existing Kennedy Bridge and the Kennedy Interchange. The two-bridge alternative has been selected as the preferred alternative. The alternative would provide for a new Ohio River bridge between downtown Louisville, Tennessee and Jeffersonville, Kentucky immediately upstream of the existing Interstate 65 (I-65) bridge crossing and a second new bridge approximately eight miles upstream of the existing crossing that would provide connections in the eastern part of Jefferson and Clark counties between I-265 in Kentucky and Indiana. The preferred alternative would also provide for the relocation of the Kennedy interchanges connecting I-65, I-64, and I-71 near downtown Louisville and reconstruction of I-65 and the Court Street interchange in Jefferson. Cost of the preferred alternative is estimated at $2.5 billion. POSITIVE IMPACTS: Bridge construction would increase the highway crossing capacity with respect to the Ohio River significantly and improve safety and travel times. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements for the east end bridge would displace 33 to 252 residences, up to 24 businesses, up to 5 community facilities, 110 to 153 acres of farmland, land within one to three parkland/recreational areas and one to 20 farms, 164 to 299 acres of soil, 196 to 296 acres of wildlife habitat, 3.75 to 12.4 acres of wetlands, 16 to 39 acres of floodplain associated with two to four watersheds and eight to 15 streams. Four to eight historic sites and two to 10 archaeologic sites would be affected, and one or two historic sites could be affected. Traffic-generated noise levels along eastern alignments would exceed federal standards in the vicinity of 14 to 30 sensitive receptor sites. Construction at the Kennedy Interchange would displace two to nine residences, 30 to 50 businesses, land within four parkland/recreational areas, 25 to 70 acres of wildlife habitat, up to 0.25 acre of wetland, and 26 to 54 acres of floodplain land. One or two historic districts would be affected, though no specific sites would be impacted. Traffic-generated noise levels in the area of the interchange would exceed federal standards in the vicinity of eight sensitive receptor sites. Downtown crossings would displace 21 to 160 residences, 30 to 75 businesses, two to four acres of farmland, 37 to 39 acres of wildlife habitat, and nine to 13 acres within one floodplain. One to three historic districts and one to three historic sites would be affected. Traffic-generated noise levels would exceed federal standards in the vicinity of four to nine 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.), 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 02-0070D, Volume 26, Number 1. JF - EPA number: 030179, Volume I--931 pages and maps, Volume II--1,110 pages and maps, Volume III--1,410 pages, Volume--IV--1,598 pages and maps, 4 CD-ROMS, November 9, 2001 PY - 2001 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-01-02-F KW - Archaeological Sites KW - Bridges KW - Farmlands KW - Floodplains KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Noise Standards Violations KW - Parks KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Streams KW - Wetlands KW - Indiana KW - Kentucky 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 KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36346143?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-11-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=LOUISVILLE-SOUTHERN+INDIANA+OHIO+RIVER+BRIDGES+PROJECT%2C+JEFFERSON+COUNTY%2C+KENTUCKY+AND+CLARK+COUNTY%2C+INDIANA.&rft.title=LOUISVILLE-SOUTHERN+INDIANA+OHIO+RIVER+BRIDGES+PROJECT%2C+JEFFERSON+COUNTY%2C+KENTUCKY+AND+CLARK+COUNTY%2C+INDIANA.&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 - Final. Preparation date: November 9, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - LOUISVILLE-SOUTHERN INDIANA OHIO RIVER BRIDGES PROJECT, JEFFERSON COUNTY, KENTUCKY AND CLARK COUNTY, INDIANA. [Part 2 of 4] T2 - LOUISVILLE-SOUTHERN INDIANA OHIO RIVER BRIDGES PROJECT, JEFFERSON COUNTY, KENTUCKY AND CLARK COUNTY, INDIANA. AN - 36344465; 10058-030179_0002 AB - PURPOSE: The construction of one or two bridges to improve mobility across the Ohio River between Jefferson County, Kentucky and Clark County, Indiana is proposed. Population and employment in the contiguous portions of eastern Jefferson and southeastern Clark counties are growing at steady rates. The existing crossing, the Kennedy Bridge, is characterized by congested traffic movements, which have resulted in long travel times and safety problems. Four alternatives, including a No Action Alternative and a transportation system management alternative, are considered in this final EIS. Bridge alternatives include construction of one bridge either on the east end of town or downtown and construction of two bridges, one in each area. Six alignments within the east end study area and three alignments in the downtown area are addressed. All downtown alignment alternatives would involve alteration of the existing Kennedy Bridge and the Kennedy Interchange. The two-bridge alternative has been selected as the preferred alternative. The alternative would provide for a new Ohio River bridge between downtown Louisville, Tennessee and Jeffersonville, Kentucky immediately upstream of the existing Interstate 65 (I-65) bridge crossing and a second new bridge approximately eight miles upstream of the existing crossing that would provide connections in the eastern part of Jefferson and Clark counties between I-265 in Kentucky and Indiana. The preferred alternative would also provide for the relocation of the Kennedy interchanges connecting I-65, I-64, and I-71 near downtown Louisville and reconstruction of I-65 and the Court Street interchange in Jefferson. Cost of the preferred alternative is estimated at $2.5 billion. POSITIVE IMPACTS: Bridge construction would increase the highway crossing capacity with respect to the Ohio River significantly and improve safety and travel times. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements for the east end bridge would displace 33 to 252 residences, up to 24 businesses, up to 5 community facilities, 110 to 153 acres of farmland, land within one to three parkland/recreational areas and one to 20 farms, 164 to 299 acres of soil, 196 to 296 acres of wildlife habitat, 3.75 to 12.4 acres of wetlands, 16 to 39 acres of floodplain associated with two to four watersheds and eight to 15 streams. Four to eight historic sites and two to 10 archaeologic sites would be affected, and one or two historic sites could be affected. Traffic-generated noise levels along eastern alignments would exceed federal standards in the vicinity of 14 to 30 sensitive receptor sites. Construction at the Kennedy Interchange would displace two to nine residences, 30 to 50 businesses, land within four parkland/recreational areas, 25 to 70 acres of wildlife habitat, up to 0.25 acre of wetland, and 26 to 54 acres of floodplain land. One or two historic districts would be affected, though no specific sites would be impacted. Traffic-generated noise levels in the area of the interchange would exceed federal standards in the vicinity of eight sensitive receptor sites. Downtown crossings would displace 21 to 160 residences, 30 to 75 businesses, two to four acres of farmland, 37 to 39 acres of wildlife habitat, and nine to 13 acres within one floodplain. One to three historic districts and one to three historic sites would be affected. Traffic-generated noise levels would exceed federal standards in the vicinity of four to nine 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.), 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 02-0070D, Volume 26, Number 1. JF - EPA number: 030179, Volume I--931 pages and maps, Volume II--1,110 pages and maps, Volume III--1,410 pages, Volume--IV--1,598 pages and maps, 4 CD-ROMS, November 9, 2001 PY - 2001 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-01-02-F KW - Archaeological Sites KW - Bridges KW - Farmlands KW - Floodplains KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Noise Standards Violations KW - Parks KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Streams KW - Wetlands KW - Indiana KW - Kentucky 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 KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36344465?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-11-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=LOUISVILLE-SOUTHERN+INDIANA+OHIO+RIVER+BRIDGES+PROJECT%2C+JEFFERSON+COUNTY%2C+KENTUCKY+AND+CLARK+COUNTY%2C+INDIANA.&rft.title=LOUISVILLE-SOUTHERN+INDIANA+OHIO+RIVER+BRIDGES+PROJECT%2C+JEFFERSON+COUNTY%2C+KENTUCKY+AND+CLARK+COUNTY%2C+INDIANA.&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 - Final. Preparation date: November 9, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - LOUISVILLE-SOUTHERN INDIANA OHIO RIVER BRIDGES PROJECT, JEFFERSON COUNTY, KENTUCKY AND CLARK COUNTY, INDIANA. AN - 16357405; 9050 AB - PURPOSE: The construction of one or two bridges to improve mobility across the Ohio River between Jefferson County, Kentucky and Clark County, Indiana is proposed. Population and employment in the contiguous portions of eastern Jefferson and southeastern Clark counties are growing at steady rates. The existing crossing, the Kennedy Bridge, is characterized by congested traffic movements, which have resulted in long travel times and safety problems. Four alternatives, including a No Action Alternative and a transportation management alternative, are considered in this draft EIS. Bridge alternatives include construction of one bridge either on the east end of town or downtown and construction of two bridges, one in each area. Six alignments within the east end study area and three alignments in the downtown area are addressed. All downtown alignment alternatives would involve alteration of the existing Kennedy Bridge and the Kennedy Interchange. Depending on the alternative considered, capital cost of the eastern corridor bridges ranges from $682.5 million to $1,286.7 million. Capital costs of the downtown crossings range from $601.3 million to $1,197.3 million. POSITIVE IMPACTS: Bridge construction would increase the highway crossing capacity with respect to the Ohio River significantly and improve safety and travel times. NEGATIVE IMPACTS: Depending on the alternative chosen, rights-of-way requirements for the east end bridge would displace 33 to 252 residences, up to 24 businesses, up to 5 community facilities, 110 to 153 acres of farmland, land within one to three parkland/recreational areas and one to 20 farms, 164 to 299 acres of soil, 196 to 296 acres of wildlife habitat, 3.75 to 12.4 acres of wetlands, 16 to 39 acres of floodplain associated with two to four watersheds and eight to 15 streams. Four to eight historic sites and two to 10 archaeologic sites would be affected, and one or two historic sites could be affected. Traffic-generated noise levels along eastern alignments would exceed federal standards in the vicinity of 14 to 30 sensitive receptor sites. Construction at the Kennedy Interchange would displace two to nine residences, 30 to 50 businesses, land within four parkland/recreational areas, 25 to 70 acres of wildlife habitat, up to 0.25 acre of wetland, and 26 to 54 acres of floodplain land. One or two historic districts would be affected, though no specific sites would be impacted. Traffic-generated noise levels in the area of the interchange would exceed federal standards in the vicinity of eight sensitive receptor sites. Downtown crossings would displace 21 to 160 residences, 30 to 75 businesses, two to four acres of farmland, 37 to 39 acres of wildlife habitat, and nine to 13 acres within one floodplain. One to three historic districts and one to three historic sites would be affected. Traffic-generated noise levels would exceed federal standards in the vicinity of four to nine 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.), 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: 010428, Draft EIS--922 pages and maps, Appendices--596 pages and maps, November 9, 2001 PY - 2001 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-01-02-D KW - Archaeological Sites KW - Bridges KW - Farmlands KW - Floodplains KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Noise Standards Violations KW - Parks KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Safety KW - Section 4 (f) Statements KW - Wetlands KW - Indiana KW - Kentucky 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 KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16357405?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-11-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=LOUISVILLE-SOUTHERN+INDIANA+OHIO+RIVER+BRIDGES+PROJECT%2C+JEFFERSON+COUNTY%2C+KENTUCKY+AND+CLARK+COUNTY%2C+INDIANA.&rft.title=LOUISVILLE-SOUTHERN+INDIANA+OHIO+RIVER+BRIDGES+PROJECT%2C+JEFFERSON+COUNTY%2C+KENTUCKY+AND+CLARK+COUNTY%2C+INDIANA.&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: November 9, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - RUNWAY 5L/23R, NEW OVERNIGHT EXPRESS AIR CARGO SORTING AND DISTRIBUTION FACILITY, AND ASSOCIATED DEVELOPMENTS, PIEDMONT TRIAD INTERNATIONAL AIRPORT, CITY OF GREENSBORO, GUILFORD COUNTY, NORTH CAROLINA. AN - 36418321; 9047 AB - PURPOSE: The implementation of runway and other improvements at the Piedmont Triad International Airport (PTIA), city of Greensboro, Guilford County, North Carolina is proposed. The Piedmont Triad Airport Authority (PTAA) has been approached by an overnight express air cargo operator (FedEx), which has selected PTIA as the site for the establishment of a new hub to serve its eastern U.S. market. The establishment of an overnight express air cargo hup at PTIA requires that certain airside, landside, and surface transportation improvements be implemented. Six alternatives, including a No Action Alternative, were retained for detailed evaluation in this final EIS. The preferred alternative (Alternative W1-A1) would feature a new parallel Transportation Category runway (5L/23R). It would be, 9,000 feet long and 150 feet wide, to be located on the western side of the airport, as well as an overnight express air cargo sorting and distribution facility, roadway improvements, installation of navigational aids for Runway 5L/23R, and associated property acquisition and relocation of several airport tenant operations. Other alternatives considered involve various runway and surface transportation configurations as well as terminal facilities. Estimated cost of Alternative W1-A1, the preferred alternative, is 228.3 million. Estimated costs of the other action alternatives range from $249.0 million to $440.3 million. POSITIVE IMPACTS: PTAA's proposal would meet all the needs for an overnight express hub at PTIA. The new runway would improve airfield capacity during both visual meteorological conditions and instrument meteorological conditions. The action would allow PTIA to be a major employment center and otherwise generate economic growth in the region. Any action alternative would create 16,308 direct and indirect jobs and contribute $7.5 billion to the regional economy. NEGATIVE IMPACTS: Land acquisition and development for the preferred alternative would result in relocation of 43 persons in 18 households and affect one historic site, 442.1 acres of biotic communities, 26.9 acres of wetlands, 35.9 acres of floodpain land, and 3.2 acres of farmland. Airport operations would result in noise impacts affecting an additional 549 persons Construction and operation activities would have significant impacts on air and water quality. The proposed action would generate 22,150 cubic yards of solid waste; Construction workers would encounter six sites potentially containing hazardous materials. LEGAL MANDATES: Airport and Airway Improvements Act of 1982, as amended (49 U.S.C. 47191(b)), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 00-0154D, Volume 24, Number 2. JF - EPA number: 010425, Volume 1--432 pages and maps, Volume 2--651 pages and maps, Volume 3--491 pages and maps, Volume 4--377 pages, Volume 5 (Part 1)--445 pages, Volume 5 (part 2)--262 pages, November 8, 2001 PY - 2001 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Air Quality KW - Air Quality Assessments KW - Archaeological Sites Surveys KW - Employment KW - Farmlands KW - Floodplains KW - Hazardous Materials KW - Historic Sites KW - Historic Sites Surveys KW - Impact Assessment Methodology KW - Land Acquisitions KW - Navigation Aids KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation Surveys KW - Water Quality KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - North Carolina KW - Airport and Airway Improvements Act of 1982, 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/36418321?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-11-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=RUNWAY+5L%2F23R%2C+NEW+OVERNIGHT+EXPRESS+AIR+CARGO+SORTING+AND+DISTRIBUTION+FACILITY%2C+AND+ASSOCIATED+DEVELOPMENTS%2C+PIEDMONT+TRIAD+INTERNATIONAL+AIRPORT%2C+CITY+OF+GREENSBORO%2C+GUILFORD+COUNTY%2C+NORTH+CAROLINA.&rft.title=RUNWAY+5L%2F23R%2C+NEW+OVERNIGHT+EXPRESS+AIR+CARGO+SORTING+AND+DISTRIBUTION+FACILITY%2C+AND+ASSOCIATED+DEVELOPMENTS%2C+PIEDMONT+TRIAD+INTERNATIONAL+AIRPORT%2C+CITY+OF+GREENSBORO%2C+GUILFORD+COUNTY%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, College Park, Georgia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: November 8, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - LOUISIANA 1 IMPROVEMENTS, GOLDEN MEADOW TO PORT ALLEN, FOURCHON, LAFOURCHE PARISH, LOUISIANA. AN - 36419025; 9042 AB - PURPOSE: The improvement of 17 miles of Louisiana (LA) 1 in Lafourche Parish, Louisiana is proposed. From Interstate 10 (I-10) at Port Allen to LA 3090 at Port Fourchon, LA 1 is designated as a principal arterial within the National Highway System due to the facilities intermodal link to a major portion of the nation's energy supply. As the only highway in the area, LA 1 is the sole transportation route for workers and supplies entering and existing Port Fourchon and is the only hurricane evacuation route for thousands of residents in south Lafourche Parish. The new facility would be a four-lane, divided, fully controlled access elevated highway on new alignment paralleling existing LA 1 between Louisiana (LA) 3235 west of Golden Meadow and LA 3090 at its intersection with Louisiana 1, north of Port Fourchon. Bridges would span navigable waterways. Access to the facility would be limited to on and off ramps and two-lane connector roads constructed on new location at proposed interchange locations at LA 3235, LA 1 at Leeville, and LA 3090. Four alignment alternatives, including a No Action Alternative, are considered in this draft EIS. The preferred alternative (Line A) Construction of the project could be staged or programmed for discrete construction as funding permits. Estimated cost of the project is $523.2 million. With the exception of the Leeville Lift-Bridge, existing LA 1 would remain in service following completion of the new facility, though administration of the old facility would be transferred to local authorities. POSITIVE IMPACTS: The project would complete the southernmost portion of the principal arterial, connecting the facility to LA 3235, an existing four-lane divided highway west of Golden Meadow. Once completed, a four-lane divided highway facility would be available from LA 3090 north of Port Fourchon to north of Galliano, Louisiana. Emergency response to hazardous materials and oil spills would be enhanced. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of one house, one mobile home, and one business. The project would also displace 5.3 acres of wetlands, 16.34 acres of floodplain, and 0.1 acre of prime farmland soils. Portions of the project corridor are likely to contain archaeological resource sites, and the project rights-of-way would encompass one oil and gas well. Noise levels would exceed federal standards in the vicinity of three sensitive receptors. LEGAL MANDATES: Coastal Barrier Resources Act, 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, as amended (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 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). JF - EPA number: 010420, 471 pages and maps, November 7, 2001 PY - 2001 KW - Roads and Railroads KW - Agency number: FHWA-LA-EIS-01-01-D KW - Archaeological Sites KW - Bridges KW - Farmlands KW - Floodplains KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Hurricanes KW - Natural Gas KW - Noise Standards Violations KW - Oil Production KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Wells KW - Wetlands KW - Louisiana KW - Coastal Barrier Resources Act, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - National Historic Preservation Act of 1966, Archaeological Sites KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36419025?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-11-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=LOUISIANA+1+IMPROVEMENTS%2C+GOLDEN+MEADOW+TO+PORT+ALLEN%2C+FOURCHON%2C+LAFOURCHE+PARISH%2C+LOUISIANA.&rft.title=LOUISIANA+1+IMPROVEMENTS%2C+GOLDEN+MEADOW+TO+PORT+ALLEN%2C+FOURCHON%2C+LAFOURCHE+PARISH%2C+LOUISIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Baton Rouge, Louisiana; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: November 7, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE 494 FROM INTERSTATE 394 TO THE MINNESOTA RIVER, HENNEPIN COUNTY, MINNESOTA. AN - 36412196; 9043 AB - PURPOSE: The improvement of Interstate 494 (I-494) from its junction with I-394 to the Minnesota River, a distance of 18.2 miles, in Hennepin County, Minnesota is proposed. I-494 is a principal arterial highway serving as a key component of the Twin Cities metropolitan highway system. The facility constitutes the southern half of a circumferential route around the Twin Cities and serves as a collector/distribution facility for other metropolitan area highways as well as an urban bypass for interstate or interregional trips. Within the study corridor, I-494 intersects with nine other principal arterial highways providing access between suburban areas and from the suburbs to downtown Minneapolis. The pavement of I-494 has reached the end of its design life and is in need of repair. Several bridges are in need of repair or replacement. Highway geometrics do not meet current requirements. The proposed action would provide for one additional through lane in each direction throughout the full length of the project corridor. It would consist of one auxiliary lane in each direction between Trunk Highway (TH) 5 and TH 100. In Addition to, two auxiliary lanes in each direction between TH 100 and I-35W; one auxiliary lane in each direction between I-35W and TH 77; a 26-foot-wide area in the median between the 169 and 24th Avenue reserved for future undetermined transportation use; outside shoulders to accommodate buses during peak travel periods. As well as, interchanges and bridges throughout the corridor to meet current design standards and enhance capacity and operational characteristics; and transportation system management components. Estimated costs of construction and rights-of-way acquisition are $450 million and $162.8 million, respectively. POSITIVE IMPACTS: The project would upgrade a deteriorating highway facility to current standards and increase capacity within the corridor significantly. Access to and from major business and employment centers would be improved, and interregional transportation of people and goods would be enhanced. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of at least 61 residences and 35 businesses, 22.5 acres of wetlands, some wooded areas, and 17.8 acres of parkland and other recreational land. Recreational areas to be affected would include Hyland-Bush-Anderson Lakes Regional Park Reserve, Beaverbrook Field, which would be displaced entirely, and an unnamed open space corridor in Bloomington. Two properties determined to be eligible for listing on the National Register of Historic Places, the Anna and Joseph Lorence Residence and the Elizabeth and Frederick H. Carpenter Summer Residence, would be affected by increased noise levels. Traffic-generated noise levels would exceed federal standards at several sensitive receptor sites, though some areas could benefit from noise control 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.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), PRIOR REFERENCES: For the abstract of the draft EIS, see 920144D, Volume 16, Number 3. JF - EPA number: 010421, 522 pages and maps, November 7, 2001 PY - 2001 KW - Roads and Railroads KW - Agency number: FHWA-MN-EIS-01-02-D KW - Forests KW - Highways KW - Highway Structures KW - Historic Sites KW - Historic Sites Surveys KW - Impact Assessment Methodology KW - Noise KW - Noise Control KW - Noise Standards Violations KW - Parks KW - Recreation KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Wetlands KW - Minnesota KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36412196?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-11-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+494+FROM+INTERSTATE+394+TO+THE+MINNESOTA+RIVER%2C+HENNEPIN+COUNTY%2C+MINNESOTA.&rft.title=INTERSTATE+494+FROM+INTERSTATE+394+TO+THE+MINNESOTA+RIVER%2C+HENNEPIN+COUNTY%2C+MINNESOTA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: November 7, 2001 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - US national mapping system growing, adjusting to security concerns AN - 18323069; 5363948 AB - The National Pipeline Mapping System (NPMS) is a geographic information system (GIS) created by the US Department of Transportation, Office of Pipeline Safety (OPS) in cooperation with other federal and state governmental agencies and the pipeline industry. The purpose of the effort is to provide a centralized database of geospatial pipeline data to be used as a tool for OPS decision support, emergency resposne, inspection planning, community need-to-know, and regulatory compliance. With the help of NPMS, OPS is moving forward with rulemakings that require risk-based pipeline-integrity management. Through visualization, geospatial analyses, and the integration of various databases, OPS is using NPMS to help ensure the safe, reliable, and environmentally sound operation of the nation's pipeline transportation system. JF - Oil and Gas Journal AU - Fischer, S AU - Hall, S AD - Office of Pipeline Safety, US Department of Transportation, Washington, DC, USA Y1 - 2001/11// PY - 2001 DA - Nov 2001 SP - 68 EP - 70 VL - 99 IS - 48 SN - 0030-1388, 0030-1388 KW - Health & Safety Science Abstracts KW - Compliance KW - Remote sensing KW - Government regulations KW - USA KW - Emergency preparedness KW - Pipelines KW - Geographic information systems KW - H 2000:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/18323069?accountid=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=Oil+and+Gas+Journal&rft.atitle=US+national+mapping+system+growing%2C+adjusting+to+security+concerns&rft.au=Fischer%2C+S%3BHall%2C+S&rft.aulast=Fischer&rft.aufirst=S&rft.date=2001-11-01&rft.volume=99&rft.issue=48&rft.spage=68&rft.isbn=&rft.btitle=&rft.title=Oil+and+Gas+Journal&rft.issn=00301388&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2006-11-01 N1 - Last updated - 2011-12-13 N1 - SubjectsTermNotLitGenreText - USA; Geographic information systems; Emergency preparedness; Remote sensing; Pipelines; Government regulations; Compliance ER - TY - RPRT T1 - INTERSTATE 215 IMPROVEMENTS, RIVERSIDE COUNTY, CALIFORNIA. AN - 16348643; 9032 AB - PURPOSE: The improvement of six miles of Interstate 215 (I-215) and short segments of State Route (SR) 91 and SR 60 in the cities of Riverside and Moreno Valley, Riverside County, California is proposed. The corridor is affected by higher than average accident rates, insufficient traffic capacity along the freeway mainline, nonstandard roadway features, and inadequate loop connectors. I-215 would be improved from north of the Eucalyptus Avenue interchange to north of the Columbia Avenue interchange. SR 91 would be improved from south of the Mission Inn Avenue interchange to the SR 60/I-215 interchange. SR 60 would be improved from west of Main Street to the SR to the SR 91/I-215. The project would also include a short segment of SR 60 extending from the SR 91/I-215 interchange to east of the Day Street interchange. The project would include reconstruction of existing interchanges and overcrossings. Three alternatives, including the No-Build Alternative, are considered in this draft EIS. The build alternatives include one that would involve addition of mixed-flow lanes and one that would involve addition of high occupancy vehicle lanes (HOV). The HOV alternative would entail construction of an HOV lane in each direction within the existing median area on I-215 between University Avenue in Riverside and Day Street on SR 60 in Moreno Valley. To facilitate movement of traffic from the HOV lanes, an HOV connector would be constructed to accommodate southbound traffic on I-215 to eastbound on SR 60 at the I-215/SR 60 interchange (E). This alternative also includes construction of two fly-over connectors at the I-215/SR 60 /SR 91 interchange (W). The mixed-flow alternative, which would be almost identical to the HOV alternative in terms of alignment and impacts, would involve construction of an additional mixed-flow lane in each direction within the existing median on I-215 between University Avenue and Day Street on SR 60 in Moreno Valley. Either alternative would include construction of two fly-over connectors at the I-215/SR 60/SR 91 interchange and a truck bypass connector at the I-216/SR 60 interchange and reconstruction of the interim truck-climbing land connecting University Avenue to Frederick Street would be reconstructed. Cost estimates for the HOV and mixed-flow alternatives are $333 million to $315 million, respectively. POSITIVE IMPACTS: The project would improve safety and relieve congestion along I-215. Improved traffic efficiency would reduce air pollutant emissions within the corridor. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of seven residences and 24 commercial establishments, though only 17 commercial displacements would involve complete displacement. The project would traverse floodplain land, affecting 0.8 acre of forested wetland and 0.5 acre of scrub-shrub wetland Noise levels affecting receptors along the corridor would rise from one to eight decibels, though this impact would be mitigated via sound walls. 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 00-0090D, Volume 24, Number 1. JF - EPA number: 010410, 437 pages and maps, October 29, 2001 PY - 2001 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-99-01-F KW - Air Quality KW - Biologic Surveys KW - Cost Assessments KW - Floodplains KW - Forests KW - Geologic Assessments KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Land Use KW - Noise KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Socioeconomic Assessments KW - Visual Resources KW - Wetlands KW - Wildlife Surveys KW - California KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16348643?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+215+IMPROVEMENTS%2C+RIVERSIDE+COUNTY%2C+CALIFORNIA.&rft.title=INTERSTATE+215+IMPROVEMENTS%2C+RIVERSIDE+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sacramento, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 29, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US 31 PETOSKEY AREA IMPROVEMENT PROJECT, EMMET COUNTY, MICHIGAN (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF JULY 1994). AN - 36410087; 9023 AB - PURPOSE: The improvement of a seven-mile segment of US 31 in and around the community of Petoskey in Emmet County in the northwestern section of the lower peninsula of Michigan is proposed. US 31 is the principal state arterial highway serving Petoskey, a scenic, tourist-oriented community along the Lake Michigan shoreline. The area is one of Michigan's most popular resort areas. Development and growth in the area have been steady, most of it located along trunkline facilities, resulting in traffic conflicts and congestion. The project area is bounded on the west by Townsend Road and extends east of Bay View to the intersection of UC 31 and M 119. The area extends to the south from the Little Traverse Bay shoreline to Click Road. Existing US 31 varies considerably throughout the project area: it is two lanes wide at the eastern and western extremes, but widens to four and five lanes within Petoskey, then narrows to two lanes east of Mitchell Street, then widens to three, four, and then five lanes within Bay View. Seven alternatives, including a No- Build Alternative, a Transit Alternative, a Traffic Demand Management Alternative, and a Transportation Systems Management Alternative, were considered in the draft EIS. Seven alternatives are considered in this draft supplement to the July 1994 draft EIS. The 9.5-mile Far-South Alternative would be primarily constructed as a super-two facility, meaning that it would feature two lanes in each direction with a continuout center lane for passing. Taking into consideration local topography, a continuous passing lane serving south/eastbound traffic is proposed from the western terminus to approximately Blackbird Road. East of Blackbird Road to Eppler Road, the Far-South Alternative would consist of only two lanes. Between Eppler Road and Cemetery Road, the Far-South Alternative would transition from the super-two configuration to a boulevard configuration with a 60-foot median and five-foot-wide paved shoulders in each direction. The 10-mile Intertown-South Alternative, which has been introduced into the decision-making process since the draft EIS, would follow a route similar to that of the Far-South Alternative, but would continue futher south within the western portion of the study area and curve to the east near the intersection of Lake Grove and Intertown roads. The intertown-South Alternative would be designed as a super-two cross-section, which would transition to a four-lane boulevard between Eppler and Cemetery roads. A continuous passing lane for south/eastbound traffic would extendd from the western terminus to just east of Lake Grove Road. One new railroad crossing would be required under either alternative. Total project costs for the Far-South and Intertown-South alternatives are estimated at $79.2 million and $90.2 million, respectively. POSITIVE IMPACTS: The highway improvements would ease traffic congestion on existing US 31, and accommodate long-term local traffic demands. NEGATIVE IMPACTS: Under each of the build alternatives, rights-of-way requirements would displace some residences and businesses; three farmsteads would be displaced, and 32 to 34 residential and one to three commercial displacements would occur. Some 21.4 to 23.6 acres of wetlands, 225 to 290 acres of prime farmland, and 48.9 to 54.1 acres of forested land would be displaced. Recreational land would be adversely affected under each of the build alternatives, and an entire park would be displaced under one of the alternatives. Traffic-generated noise levels would exceed federal standards in the vicinity of 14 or 15 sensitive receptor sites. Either alternative would affect two architecturally significant sites included in the National Register of Historic Places. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 94-0330D, Volume 18, Number 4. JF - EPA number: 010401, 371 pages and maps, October 22, 2001 PY - 2001 KW - Roads and Railroads KW - Agency number: FHWA-MI-EIS-94-02-DS KW - Archaeological Sites KW - Cultural Resources Assessments KW - Farmlands KW - Forests KW - Historic Sites KW - Highway Structures KW - Highways KW - Noise Assessments KW - Noise Standards Violations KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Safety KW - Scenic Areas KW - Section4(f) Statements KW - Wetlands KW - Lake Michigan KW - Michigan KW - Department of Transportation Act of 1966, Archaeologic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Archaeologic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36410087?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-10-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+31+PETOSKEY+AREA+IMPROVEMENT+PROJECT%2C+EMMET+COUNTY%2C+MICHIGAN+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JULY+1994%29.&rft.title=US+31+PETOSKEY+AREA+IMPROVEMENT+PROJECT%2C+EMMET+COUNTY%2C+MICHIGAN+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JULY+1994%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 - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 22, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - JAMES E CLYBURN CONNECTOR, CALHOUN, CLARENDON, AND SUMTER COUNTIES, SOUTH CAROLINA. AN - 36415448; 9021 AB - PURPOSE: The construction of a two-lane highway and bridge within a minimum right-of-way of 66 feet to connect the existing road system from the intersection of South Carolina Route (SC) 33 and SR 267 to Secondary Road (Road S-) 52 or Road S-26 in Calhoun, Clarendon, and Sumter counties, South Carolina is proposed. The facility would cross Lake Marion in the vicinity of an existing CSX Railroad bridge near Lone Star and Timini and would consist of a 47-foot wide, 2.8-mile-long bridge. The bridge would extend to the limits of the lake's 100-year floodplain. Three alternatives, including a No Action Alternative (Alternative 3), are considered in this draft EIS. Alternative 1 would extend 9.6 miles from a point west of Lone Star at the intersection of SC 33 and SC 267, crossing through cropland and pasture, upland mixed forest, upland pine, forested and non-forested wetlands, and open water before terminating northwest of Rimini at Road S-52. The centerline would lie approximately 180 feet northwest and upstream of the centerline of the CSX Railroad lake crossing. Alternative 2 would extend 6.7 miles from a point east of Lone Star at the intersection of Road S-265 and SC 267, crossing through the lake southeast of the railroad and terminating east of Rimini into Road S-26. The centerline of Alternative 2 would lie approximately 140 feet east and downstream of the centerline of the CSX Railroad lake crossing. Construction costs of alternatives 1 and 2 are estimated at $83 million and $73 million, respectively. POSITIVE IMPACTS: The new bridge would shorten travel times between locations in Lone Star and Rimini significantly. Access to industrial employment centers, health care facilities, and institutions providing higher education opportunities would be improved as a result. Travel time for through traffic would also be improved. NEGATIVE IMPACTS: Rights-of-way requirements for Alternative 1 would require acquisition of 52.8 acres via fee simple purchases and 48.5 acres via easements. As a result, the project would displace two residential units and one business, 5.7 acres of wetlands, 39.6 acres of farmland. Noise levels in excess of federal standards would occur in the vicinity of two sensitive receptor sites. One archaeological site would be affected. Four sites potentially containing hazardous wastes would be encountered during construction. Rights-of-way requirements for Alternative 2 would require acquisition of 30.7 acres via fee simple purchases and 50.3 acres via easements. As a result, the project would displace 2.3 acres of wetlands and 21.9 acres of farmland. Two sites potentially containing hazardous wastes would be encountered during construction. Under either alternative, impacts to minorities would be disproportionate, and two recreational resources, Palmetto Trail and Lake Marion, would be affected. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Executive Order 12898, Transportation Equity At 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). JF - EPA number: 010399, 361 pages and maps, October 19, 2001 PY - 2001 KW - Roads and Railroads KW - Agency number: FHWA-SC-EIS-01-01-D KW - Archaeological Sites KW - Bridges KW - Easements KW - Farmlands KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Lakes KW - Minorities KW - Noise Standards Violations KW - Recreation Resources KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Trails KW - Wetlands KW - South Carolina KW - Department of Transportation Act of 1966, Recreation Resources KW - Executive Order 12898, Compliance KW - Transportation Equity At 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/36415448?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-10-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=JAMES+E+CLYBURN+CONNECTOR%2C+CALHOUN%2C+CLARENDON%2C+AND+SUMTER+COUNTIES%2C+SOUTH+CAROLINA.&rft.title=JAMES+E+CLYBURN+CONNECTOR%2C+CALHOUN%2C+CLARENDON%2C+AND+SUMTER+COUNTIES%2C+SOUTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Columbia, South Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 19, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NYS ROUTE 17, HORSEHEADS TOWN AND VILLAGE OR HORSEHEADS, CHEMUNG COUNTY, NEW YORK (P.I.N. 6239.00). AN - 36411438; 9013 AB - PURPOSE: Major highway reconstruction, bridge reconstruction, and modification along an existing section of State Route (SR) 17 in the village and town of Horseheads in Chemung County, New York are proposed. The project would involve the portion of SR 17 from reference parker 17-6205-1069 at Exit 52 (SR 14) on the west to reference marker 14-6201-3040 at exit 54 (SR 13) on the east. The corridor contains a 0.43-mile segment that contains five at-grade intersections. Three of these intersections are signalized (Center Street, Grand Central Avenue, and South Main Street) while the other two are unsignalized (Hulett Street and South Avenue). The study corridor also includes three bridges, one each at the Norfolk/Southern Railroad, Newtown Creek, and SR 13. This segment of SR 17 is not fully access controlled and consists of two travel lanes in each direction, separated by a four-foot median with guide rails and left- and right-turn lanes at intersections. The posted speed limit has been reduced from 55 miles per hour (mph) to 40 mph throughout the partially access controlled segment of the project. The improvement of SR 17 to interstate status is commonly identified as one of a number of strategies to stimulate and maintain economic growth in local and regional planning and economic development documents. SR 17 is also part of the Appalachian Development Highway Program, instituted to stimulate access to remove areas that have development potential. Four build alternatives are considered in this draft EIS. Alternative 1B, the preferred alternative, would provide for two one-way service roads, generally running between Center Street and South Main Street, along the north ad south sides of the new expressway and a westbound exit ramp at Grand Central Avenue. Alternative 1A would provide only the two one-way service roads provided under Alternative 1B. Alternative 2A would provide one two-way service road on the south side of the existing facility, generally running between Center and South Main streets. Alternative 3B would provide one two-way service road on the south side of the existing facility, generally running between Center and South Main streets as well as a westbound exit ramp at Grand Central Avenue. Under either Alternative 1A or 1B, a multi-span structure could be provided to carry the facility over Center Street and Grand Central Avenue. Under Alternative 2A or 2B, two multi-span structures could be provided, one to carry the facility over the westbound entrance to Center Street, Center Street itself, and Grand Central Avenue and the other to carry the facility over South Main Street, SR 17, and SR 13 exit ramps to a new service road and Newtown Creek. All alternatives would involve removal of the signalized intersections along SR 17, separating SR 17 traffic from local traffic. Construction costs for the preferred alternative are estimated at $87 million. POSITIVE IMPACTS: The elimination of at-grade intersections would significantly reduce the potential for accidents and reduce through traffic travel times. The preferred alternative would offer improved access to the commercial district in the area due to the inclusion of an exit ramp at Grand Central Avenue. All alternatives would provide for acceptable levels of service through the year 2026 at the earliest. All alternatives would enhance community cohesion and improve the physical and psychological connection between the neighborhoods on the north and south sides of the expressway. Pedestrian and bicycle accommodations would be substantially improved, particularly to movements crossing SR 17. Improved efficiency would decrease emissions of carbon monoxide and volatile organic compounds by 11 percent. NEGATIVE IMPACTS: Rights-of-way development for the preferred alternative would result in the displacement of 1.4 acres of wetlands and encroachment upon 3.09 acres of floodplain. Requirements would also result in the full displacement of 20 residential units and three commercial establishments and the partial displacement of six residential units, three commercial establishments, and one school. Noise would exceed federal standards in the vicinity of 59 sensitive receptors, though noise mitigation measures would reduce this figure to 39. Emissions of nitrogen oxides would increase by 10 percent. LEGAL MANDATES: Executive Order 11990, Federal Water Pollution Control Act JF - EPA number: 010391, Draft EIS--251 pages and maps, Appendix C--137 pages, Appendices D & E--124 pages and maps, Appendices F & L--72 pages and maps, Appendices G, H, & I--146 pages and maps, Appendices J & K--117 pages and maps, Map Supplement, October 15, 2001 PY - 2001 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-01-01-D KW - Air Quality KW - Air Quality Assessments KW - Bridges KW - Floodplains KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Schools KW - Traffic Analyses KW - Visual Resources Surveys KW - Water Quality Assessments KW - Wetlands KW - New York KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36411438?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-10-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NYS+ROUTE+17%2C+HORSEHEADS+TOWN+AND+VILLAGE+OR+HORSEHEADS%2C+CHEMUNG+COUNTY%2C+NEW+YORK+%28P.I.N.+6239.00%29.&rft.title=NYS+ROUTE+17%2C+HORSEHEADS+TOWN+AND+VILLAGE+OR+HORSEHEADS%2C+CHEMUNG+COUNTY%2C+NEW+YORK+%28P.I.N.+6239.00%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 15, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH MEDFORD INTERCHANGE PROJECT, INTERSTATE 5, MEDFORD, JACKSON COUNTY, OREGON. AN - 36408200; 9088 AB - PURPOSE: The relocation of the South Medford interchange on Interstate 5 (I-5) south of its current location at Barnett Road in Jackson County, Oregon is proposed. The currently congested interchange results in safety projects due to the mix of local and regional traffic, which affects not only I-5 access but also east-west traffic crossing the freeway. The new interchange, which would be located in southwest Medford, would bridge I-5 and include connecting streets to Barnett Road and Highway 99. The new facility would include travel lanes, turn lanes, bike lanes, sidewalks, landscaped areas and other roadway-related facilities. A No-Build Alternative and two build alternatives are considered in this EIS. The preferred alternative, known as the Highland Alternative, The existing interchange would be decommissioned, with the ramps being removed and Barnett Road remaining as an overpass. Highland Drive would become a four-leg intersection through the addition of an approach for the interchange. A new connection would be added over the interchange between Barnett Road at Highland Drive and Highway 99. Three new bridges would be built across Bear Creek and another bridge across Larson Creek. The Cost of the preferred alternative is estimated to range from $42.7 million to $47.1 million. POSITIVE IMPACTS: Relocation of the interchange would reduce congestion, improve functionality of the junction, and improve safety. The project would also facilitate improvements to the capacity and functioning of the city's street system. Planned land uses and project growth patterns would be supported. The project would also improve connectivity for bicycle and pedestrian traffic. NEGATIVE IMPACTS: Rights-of-way requirements totaling 498,400 square feet for the preferred alternative would result in the displacement of two to 32 residences and three to five businesses as well as parkland associated with Bear Creek Park, including 36.8 acres of vegetation. The interchange would increase pressure for conversion of residential land to commercial uses. Pedestrian movements across Highland Drive between the signalized intersections of Barnett Road and Siskiyou Boulevard could be impeded. Access to a commercial ice rink would be lost. Neighborhood cohesion would be affected due to increased traffic volume on the Highland Drive side of Bear Creek Park; this would also impede access to the park. The project would disproportionately affect elderly residents. One archaeological site and three historic sites would be affected. Noise levels would exceed federal standards for several sensitive receptors. Twenty-eight bridge piers would be placed within the area floodplain, and 193.2 feet of stream would be disturbed, potentially affecting the federal protected coho salmon. Approximately one acre of wetland would be displaced. Three hazardous waste sites could be encountered during construction. Shrink-swell soils in the area could affect performance of the pavement and embankment structures. 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: 010516, 355 pages and maps, October 11, 2001 PY - 2001 KW - Roads and Railroads KW - Archaeological Sites KW - Endangered Species (Animals) KW - Fish KW - Creeks KW - Floodplains KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Parks KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Soils KW - Vegetation KW - Wetlands KW - Oregon 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 - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36408200?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-10-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+MEDFORD+INTERCHANGE+PROJECT%2C+INTERSTATE+5%2C+MEDFORD%2C+JACKSON+COUNTY%2C+OREGON.&rft.title=SOUTH+MEDFORD+INTERCHANGE+PROJECT%2C+INTERSTATE+5%2C+MEDFORD%2C+JACKSON+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salem, Oregon; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 11, 2001 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - Blood carbon monoxide and hydrogen cyanide concentrations in the fatalities of fire and non-fire associated civil aviation accidents, 1991-1998. AN - 71211340; 11566422 AB - Blood samples submitted to the Civil Aeromedical Institute (CAMI) from aviation accident fatalities are analyzed for carbon monoxide (CO), as carboxyhemoglobin (COHb), and hydrogen cyanide, as cyanide (CN(-)). These analyses are performed to establish possible exposure of victims to smoke from in-flight/post-crash fires or to CO from faulty exhaust/heating systems. The presence of both gases in blood would suggest that the victim was alive and inhaled smoke. If only COHb is elevated, the accident (or a death) could be the result of CO contamination of the interior. Information pertaining to blood levels of these gases in aviation fatalities, in relation to the associated accidents, is scattered or not available, particularly with regard to toxicity. Therefore, considering that COHb> or =10% and CN(-)> or =0.25 microg/ml are sufficient to produce some degree of toxicological effects, the necessary information was extracted from the CAMI database. Samples from 3857 fatalities of 2837 aviation accidents, occurring during 1991-1998, were received; 1012 accidents, encompassing 1571 (41%) fatalities, were fire associated, whereas 1820 accidents were non-fire related. The remaining five accidents were of unknown fire status. There were fewer fire related fatalities and associated accidents in the (COHb> or =10% and CN(-)> or =0.25 microg/ml) category than that in the (COHb<10% and CN(-)<0.25 microg/ml) category. No in-flight fire was documented in the former category, but in-flight fires were reported in 14 accidents (18 fatalities) in the latter category. No non-fire accident fatality was found wherein levels of both gases were determined to be at or above the stated levels. There were 15 non-fire accidents with 17 fatalities wherein only COHb (10-69%) was elevated. The present study suggests that aviation fire accidents/fatalities were fewer than aviation non-fire accidents/fatalities and confirms that aviation accidents related to in-flight fires and CO-contaminated interiors are rare. JF - Forensic science international AU - Chaturvedi, A K AU - Smith, D R AU - Canfield, D V AD - Toxicology and Accident Research Laboratory (AAM-610), Aeromedical Research Division, Federal Aviation Administration, US Department of Transportation, Civil Aeromedical Institute, Oklahoma City, OK 73125-5066, USA. arvind_chaturvedi@mmacmail.jccbi.gov Y1 - 2001/10/01/ PY - 2001 DA - 2001 Oct 01 SP - 183 EP - 188 VL - 121 IS - 3 SN - 0379-0738, 0379-0738 KW - Hydrogen Cyanide KW - 2WTB3V159F KW - Carbon Monoxide KW - 7U1EE4V452 KW - Index Medicus KW - Humans KW - Databases, Factual KW - Hydrogen Cyanide -- blood KW - Forensic Medicine KW - Carbon Monoxide -- blood KW - Mortality KW - Fires -- statistics & numerical data KW - Accidents, Aviation -- statistics & numerical data UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/71211340?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Atoxline&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Forensic+science+international&rft.atitle=Blood+carbon+monoxide+and+hydrogen+cyanide+concentrations+in+the+fatalities+of+fire+and+non-fire+associated+civil+aviation+accidents%2C+1991-1998.&rft.au=Chaturvedi%2C+A+K%3BSmith%2C+D+R%3BCanfield%2C+D+V&rft.aulast=Chaturvedi&rft.aufirst=A&rft.date=2001-10-01&rft.volume=121&rft.issue=3&rft.spage=183&rft.isbn=&rft.btitle=&rft.title=Forensic+science+international&rft.issn=03790738&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date completed - 2001-11-01 N1 - Date created - 2001-09-21 N1 - Date revised - 2017-01-13 N1 - Last updated - 2017-01-18 ER - TY - JOUR T1 - 31 (super st) annual meeting, Virginia geological field conference AN - 50653670; 2008-066730 JF - Annual Virginia Geology Field Conference AU - Johnson, Gerald H AU - Powars, David S AU - Beach, Todd A AU - Bruce, T Scott AU - Harris, M Scott AU - Goodwin, Bruce K Y1 - 2001/10// PY - 2001 DA - October 2001 SP - 40 PB - [publisher varies], [location varies] VL - 31 SN - 0161-2956, 0161-2956 KW - United States KW - lithostratigraphy KW - Chesapeake Bay KW - impact features KW - field trips KW - road log KW - Cenozoic KW - bedding KW - sedimentary rocks KW - York County Virginia KW - symposia KW - Yorktown Formation KW - York-James Peninsula KW - sedimentary structures KW - Chesapeake Bay Structure KW - Atlantic Coastal Plain KW - tectonic elements KW - Virginia KW - Eocene KW - landform evolution KW - Paleogene KW - Tertiary KW - planar bedding structures KW - Neogene KW - Pliocene KW - impact craters KW - scarps KW - 06A:Sedimentary petrology KW - 12:Stratigraphy UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50653670?accountid=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=conference&rft.jtitle=Annual+Virginia+Geology+Field+Conference&rft.atitle=31+%28super+st%29+annual+meeting%2C+Virginia+geological+field+conference&rft.au=Johnson%2C+Gerald+H%3BPowars%2C+David+S%3BBeach%2C+Todd+A%3BBruce%2C+T+Scott%3BHarris%2C+M+Scott%3BGoodwin%2C+Bruce+K&rft.aulast=Johnson&rft.aufirst=Gerald&rft.date=2001-10-01&rft.volume=31&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=Annual+Virginia+Geology+Field+Conference&rft.issn=01612956&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - 31 (super st) annual meeting, Virginia geological field conference N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2008-01-01 N1 - Number of references - 36 N1 - Document feature - illus. incl. sects., 1 table, geol. sketch maps N1 - Last updated - 2012-06-07 N1 - CODEN - GVGCDG N1 - SubjectsTermNotLitGenreText - Atlantic Coastal Plain; bedding; Cenozoic; Chesapeake Bay; Chesapeake Bay Structure; Eocene; field trips; impact craters; impact features; landform evolution; lithostratigraphy; Neogene; Paleogene; planar bedding structures; Pliocene; road log; scarps; sedimentary rocks; sedimentary structures; symposia; tectonic elements; Tertiary; United States; Virginia; York County Virginia; York-James Peninsula; Yorktown Formation ER - TY - RPRT T1 - BLAIR MILL ROAD, S.R. 2026,, SECTION C01, MONTGOMERY COUNTY, PENNSYLVANIA. AN - 36418669; 8986 AB - PURPOSE: The widening of Blair Mill Road between Welsh Road and Horsham Road and between Moreland Avenue and County Line Road in the Horsham and Upper Moreland townships of Montgomery County, Pennsylvania is proposed. Blair Mill Road is an important access route connecting several regional arterials within northeastern Montgomery County. The facility also provides a major local access route for residential, commercial, and industrial users within and near the corridor. Corridor improvements would be undertaken along the entire 3.1-mile length of the road, from Welsh Road at the southern terminus to County Line Road at the northern terminus. The road would be widened from two to four lanes between Welsh Road and Horsham Road and from two to three lanes between Moreland Avenue and County Line Road. Four alternatives, including a No Action Alternative (Alternative 1), are considered in this draft EIS. POSITIVE IMPACTS: The project would relieve existing and projected future traffic congestion along Blair Mill Road. Access to regional facilities would be eased significantly, and local access would also improve. NEGATIVE IMPACTS: Depending on the action alternative selected, the project would displace 16 to 42 residential units and three to four commercial units and require partial property acquisitions at 27 to 102 residential sites and 22 to 24 commercial sites. Five to six floodplains would be traversed via culverts and, in one case, a bridge. Floodplain encroachments would occur in two cases. One or two extremely limited wetland encroachments would be necessary. Construction activities would encounter five sites that could contain hazardous materials. Noise levels would exceed federal standards in the vicinity of 35 to 41 sensitive receptor sites. One alternative would require the demolition of the Chamberlain House, a property eligible for inclusion in the National Register of Historic Places; the site may also contain archaeological resources. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 010364, 501 pages (oversize, September 25, 2001 PY - 2001 KW - Roads and Railroads KW - Agency number: FHWA-PA-EIS-01-04-D KW - Archaeological Sites KW - Bridges KW - Creeks KW - Floodplains KW - Hazardous Materials KW - Highways KW - Historic Sites KW - Noise KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Traffic Analyses KW - Wetlands KW - Pennsylvania 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, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36418669?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-09-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BLAIR+MILL+ROAD%2C+S.R.+2026%2C%2C+SECTION+C01%2C+MONTGOMERY+COUNTY%2C+PENNSYLVANIA.&rft.title=BLAIR+MILL+ROAD%2C+S.R.+2026%2C%2C+SECTION+C01%2C+MONTGOMERY+COUNTY%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Harrisburg, Pennsylvania; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: September 25, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NORTHEAST CORRIDOR, INDIANAPOLIS, INDIANA. AN - 36421695; 8982 AB - PURPOSE: The implementation of a transportation plan for the Northeast Corridor of Indianapolis in Marion and Hamilton counties, Indiana is proposed. The Indianapolis Northeast Corridor includes the main travel corridors between downtown Indianapolis and the rapidly growing areas of Fishers, Carmel, and Noblesville. Automobiles are the primary mode of transportation in the corridor. Dependency on automobiles is reinforced by the lack of transit service. No transit service exists in Hamilton County and service in Marion County is focused more on transit dependent needs. Furthermore, the existing transit service cannot provide access to jobs in the rapidly developing markets of Hamilton County. Subcorridors within the corridor include Interstate 69 (I-69) from I-465 to State Route (SR) 238, I-465 from U.S. 31 to I-70, I-70 from I-65 to I-465, and SR 37 from I-69 to Allison Road in Noblesville. Project alternatives include both highway and transit alternatives to address growing traffic congestion and improve mobility options. Four transit alternatives, including a No-Build Alternative, and four highway alternatives, including a No-Build Alternative, are considered in this draft EIS. Transit alternatives would include expansion of bus service, construction of commuter rail connections between Noblesville and Indianapolis using the Hoosier Heritage Port Authority and CSX rail corridors, and/or construction of a light rail connection from I-465 to downtown Indianapolis using existing rail corridors and 38th Street, Capitol Avenue, and Illinois Street. Highway alternatives would involve widening of I-465 to eight, 10, or 12 lanes. Capital costs for the transit alternatives range from $29 million for the No-Build Alternative to $499 million. Capital costs for the highway alternatives range from $1.4 billion for the No-Build Alternative to $2.52 billion. POSITIVE IMPACTS: In addition to improving mobility in the corridor, highway improvements would reduce the emissions of air pollutants, including hydrocarbons, carbon monoxide, and nitrous oxides. Transit alternatives would reduce motor vehicle traffic levels and the associated air pollutant and noise emissions. NEGATIVE IMPACTS: Rights-of-way requirements for transit projects would displace 11 to 105 acres of land, including up to 22 acres of farmland, as well as nine to 14 businesses, and, possibly, one residence. Up to eight acres of wetlands and four acres of floodplain would be filled, and seven to 81 acres of impervious surface would be created. Transit alternatives could affect 7 to 31 historic properties. Construction activities would encounter 22 to 272 sites potentially containing hazardous material. Highway alternatives would displace 73 to 168 acres of land, eight to 95 residences, five to 28 businesses, 16 to 23 acres of farmland, 20 to 46 acres of wetlands, and six to 12 acres of floodplain. From 87 to 221 acres of impervious surface would be created. One to three parks/recreation areas would be affected, as would 16 to 23 historic properties. Construction activities would encounter 38 to 65 sites potentially containing hazardous materials. Two transit alternatives would result in noise levels in excess of federal standards at 612 receptor sites, while the highway alternatives would each result in excessive noise levels at 261 sites. Federally protected wildlife species, including bird and mollusk species, could be affected. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Intermodal Surface Transportation Act of 1991 (49 U.S.C. 101 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). JF - EPA number: 010360, 223 pages and maps, September 21, 2001 PY - 2001 KW - Roads and Railroads KW - Agency number: FHWA-IN-EIS-01-01-D KW - Air Quality KW - Birds KW - Endangered Species (Animals) KW - Farmlands KW - Floodplains KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Parks KW - Rapid Transit Systems KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Shellfish KW - Wetlands KW - Wildlife Habitat KW - Transportation KW - Indiana KW - Department of Transportation Act of 1966, Parks KW - Intermodal Surface Transportation Act of 1991, Funding KW - National Historic Preservation Act of 1966, Historic Sites KW - Transportation Equity Act for the 21st Century, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36421695?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-09-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTHEAST+CORRIDOR%2C+INDIANAPOLIS%2C+INDIANA.&rft.title=NORTHEAST+CORRIDOR%2C+INDIANAPOLIS%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 - Draft. Preparation date: September 21, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - YUMA TRAINING RANGE COMPLEX MANAGEMENT, OPERATION, AND DEVELOPMENT, YUMA COUNTY, ARIZONA (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF JANUARY 1997). AN - 36411286; 8978 AB - PURPOSE: The improvement of the training facilities and procedures at the Marine Corps Air Station Yuma in Yuma, Arizona, is proposed. The training complex includes airspace as well as lands within the Barry M. Goldwater Air Force Range in Arizona and the Chocolate Mountain Aerial Bombing and Gunnery Range in California. These areas comprise more than 1,900 square miles of lands that have been employed as aerial gunnery and bombing training areas since they were established during the World War II period. The Marine Corps shares management of the Goldwater Range and its airspace with four other federal agencies. The complex is the only location available to and operated by the Marine Corps where the primary mission is to provide the full spectrum of support for Marine Corps tactical aviation training. Fourteen sets of alternatives were considered in the final EIS. A No Action Alternative was considered within each set. Three sets of alternatives would affect the airspace over the complex, restricting some overflights of the Cabeza Prieta National Wildlife Refuge but allowing overflights for 60 days per year and providing additional restricted airspace over the Chocolate Mountain Range. Five sets of alternatives would affect the Goldwater Range, adding new target scenarios and a new runway, relocating the parachute drop zone for cargo, and consolidating ground support areas. Six sets of alternatives would affect the Chocolate Mountain Range, increasing the net explosive weight limits for bombs, authorizing night ordnance delivery training, developing additional new targets, and relocating some ground support facilities. This final supplemental EIS addresses impacts to Sonoran pronghorn that would result from alternatives identified in the final EIS. POSITIVE IMPACTS: The improvements to the training facilities would improve the Marine Corps' capabilities for anti-air warfare, offensive air support, assault support, aerial reconnaissance, electronic warfare, and control of aircraft and missiles. NEGATIVE IMPACTS: Increased levels of aerial training and ordnance use would expose bighorn sheep and other wildlife to high levels of noise and vibration. Additional ordnance use would also further contaminate the soil and cause soil erosion and delivery of sediment to streams. Potential impacts to Sonoran pronghorns would include those associated with population health, water resources, soil resources, air quality, and aircraft noise. LEGAL MANDATES: Endangered Species Act of 1973, as amended (16 U.S.C. 1531 et seq.). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 96-0005D, Volume 20, Number 1 and 97-0082F, Volume 21, Number 2, respectively. For the abstract of the draft supplement, see 01-0244D, Volume 25, Number 3. JF - EPA number: 010356, Final EIS Main Report--529 pages and maps, Appendices--341 pages, Final Supplemental EIS--238 pages and maps, September 19, 2001 PY - 2001 KW - Defense Programs KW - Aircraft KW - Aircraft Noise KW - Air Quality KW - Biologic Assessments KW - Cultural Resources Assessments KW - Endangered Species (Animals) KW - Erosion KW - Land Use KW - Military Facilities (Marine Corps) KW - Military Operations (Marine Corps) KW - Noise KW - Preserves KW - Sediment KW - Soils KW - Water Quality KW - Wildlife Habitat KW - Arizona KW - Cabeza Prieta National Wildlife Refuge KW - California KW - Marine Corps Air Station Yuma, Arizona KW - Endangered Species Act of 1973, as amended, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36411286?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-09-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=YUMA+TRAINING+RANGE+COMPLEX+MANAGEMENT%2C+OPERATION%2C+AND+DEVELOPMENT%2C+YUMA+COUNTY%2C+ARIZONA+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JANUARY+1997%29.&rft.title=YUMA+TRAINING+RANGE+COMPLEX+MANAGEMENT%2C+OPERATION%2C+AND+DEVELOPMENT%2C+YUMA+COUNTY%2C+ARIZONA+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JANUARY+1997%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Navy, Marine Crops, Yuma, Arizona; NAVY N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: September 19, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - COALFIELDS EXPRESSWAY, BUCHANAN, DICKENSON, AND WISE COUNTIES, VIRGINIA. AN - 36397606; 8976 AB - PURPOSE: Construction of a 59.3-mile section of the Coalfields Expressway from Pound, Virginia to the West Virginia state line near Paynesville, Virginia in Buchanan, Dikenson, and Wise counties, Virginia is proposed. The area currently lacks an east-west roadway of sufficient capacity to accommodate traffic volumes adequately. Section of Route 83 and Route 460, the two major facilities are approaching capacity and affected by high accident rates. The four-lane, divided, limited access highway would largely follow new alignment, extending from Route 23 near Pound to the state line east of Slate. The facility would connect with West Virginia's section of the Coalfields Expressway, which would extend from the Virginia state east to Beckley, West Virginia. Eight alternatives, including a No-Build Alternative, are considered in this final EIS. The lengths of alternative alignments range from 50.7 miles to 55.1 miles. Estimated costs of the project range from $991 million to $1.3 billion, depending on the alternative considered. Estimated cost of the preferred alternative (Alternative F1) is $1.3 billion. POSITIVE IMPACTS: The expressway would greatly improve traffic movement into and through the three affected counties, an area of southwestern Virginia historically known for its coal mining. Roadway deficiencies would be corrected, improving safety and efficiency of travel. NEGATIVE IMPACTS: Rights-of-way development for the preferred alternative would displace 121 residences and six businesses as well as 3.3 acres of wetlands, 98.5 acres of farmland, and 1,443 acres of forested land. The project would affect seven linear miles of surface waters. One residence located adjacent to one of the alternatives would experience a substantial increase in noise. The project would affect three historic districts. Noise levels would increase substantially at two sites. Construction workers would encounter eight sites that could contain hazardous wastes. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 00- 0228D, Volume 24, Number 2. JF - EPA number: 010354, 361 pages and maps, September 18, 2001 PY - 2001 KW - Roads and Railroads KW - Agency number: FHWA-VA-EIS-99-01-F KW - Air Quality KW - Air Quality Assessments KW - Biologic Assessments KW - Farmlands KW - Forests KW - Hazardous Substances KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Streams KW - Traffic Analyses KW - Traffic Control KW - Wetlands KW - Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36397606?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-09-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=COALFIELDS+EXPRESSWAY%2C+BUCHANAN%2C+DICKENSON%2C+AND+WISE+COUNTIES%2C+VIRGINIA.&rft.title=COALFIELDS+EXPRESSWAY%2C+BUCHANAN%2C+DICKENSON%2C+AND+WISE+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 - Final. Preparation date: September 18, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH SUBURBAN AIRPORT, WILL AND KANKAKEE COUNTIES, ILLINOIS: TIER 1 FAA SITE APPROVAL AND LAND ACQUISITION BY THE STATE OF ILLINOIS. AN - 36418141; 8983 AB - PURPOSE: The construction and operation of an air carrier airport, to be known as South Suburban Airport, in the Chicago metropolitan area in Will and/or Kankakee counties, Illinois are proposed. Aircraft operations in the region increased by an average annual rate of 0.2 percent from 1990 through 1999. Projected annual growth rates for the period extending from 1999 to 2015 are 1.6 percent. While the demand for transportation services is projected to continue its growth in the greater Chicago region, few plans exist for providing additional transportation capacity. Two alternative sites are considered in this draft EIS, one located in Will County in the vicinity of University Park and other in southern Will and northern Kankake counties. Based on these two sites, four alternatives were developed the would involve the initial acquisition of approximately 4,000 acres and the ultimate acquisition of approximately 24,000 acres. A No Action Alternative is also considered. The Will County site, which is the preferred alternative, is located in eastern Will County, northeast of Peotone, northwest of Beecher, and south of University Park. The area is located east of Interstate 57 and west of Illinois Route 1. The center or the site lies approximately 35 miles south-southwest of the Chicago Loop, 42 miles south-southeast of O'Hare International Airport, and 29 miles south of Midway Airport. This first tier EIS covers general site layout and planning. POSITIVE IMPACTS: The new airport would help relieve anticipated congestion at other airports in the region and provide a more convenient access to air services for residents of the southern suburbs of Chicago. Airport construction and operation would contribute significantly to employment rolls in the area and otherwise boost the local and regional economies. NEGATIVE IMPACTS: Construction of the airport at the preferred site would displace farmland, forested land, wetlands, and the associated wildlife habitat. Aircraft noise would be introduced into an area currently unaffected by such disturbance; noise levels in excess of federal standards would affect some sensitive receptors. Residential structures and businesses would be displaced, and historic sites would be affected. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 303(c)), Federal Aviation Act of 1958 (49 U.S.C. 47101), National Historic Preservation Act of 1966, as amended (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: 010361, Draft EIS--475 pages and maps, Appendices--461 pages and maps, September 17, 2001 PY - 2001 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Biologic Assessments KW - Farmlands KW - Forests KW - Geologic Surveys KW - Hydrologic Assessments KW - Impact Assessment Methodology KW - Noise Assessments KW - Noise Standards Violations KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Transportation Surveys KW - Illinois KW - Department of Transportation Act of 1966, Compliance KW - Federal Aviation Act of 1958, Compliance KW - Land and Water Conservation Fund Act of 1965, Compliance KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36418141?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-09-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+SUBURBAN+AIRPORT%2C+WILL+AND+KANKAKEE+COUNTIES%2C+ILLINOIS%3A+TIER+1+FAA+SITE+APPROVAL+AND+LAND+ACQUISITION+BY+THE+STATE+OF+ILLINOIS.&rft.title=SOUTH+SUBURBAN+AIRPORT%2C+WILL+AND+KANKAKEE+COUNTIES%2C+ILLINOIS%3A+TIER+1+FAA+SITE+APPROVAL+AND+LAND+ACQUISITION+BY+THE+STATE+OF+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: September 17, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - LAKE COUNTY, ILLINOIS, TRANSPORTATION IMPROVEMENT PROJECT. AN - 36410027; 8973 AB - PURPOSE: The implementation of a system of strategic roadway, rail, and bus improvements, as well as a package of transportation management strategies, in Lake County, Illinois is proposed. Lake County, which is part of the Chicago Metropolitan Area, has grown to over 640,000 residents, already surpassing the population forecasted for 2010. The county's rapid development has outpaced the capacity of its transportation infrastructure, making congestion relief a top priority among residents, community leaders, and elected officials. Three alternatives, including a No Action Alternative, are considered in this draft EIS. The No Action Alternative would consist of adding lanes to 74 route miles of existing roadways, double-tracking the North Central Service rail line, and other rail and bus system improvements. The two action alternatives would incorporate many of the components of the No Action Alternative. The IL Freeway/Tollway Alternative would consist of the construction of a new highway in central Lake County either as a freeway or a tollway facility. The new highway would begin at the terminus of IL 53 at Lake-Cook Road and extend northward approximately 13 miles to a point south of IL 120, then continue 14 miles both to the east and west. The eastern terminus would be US 41, and the western terminus would be Wilson Road. Arterial improvements would extend along existing IL 120 from Wilson Road to the intersection of IL 60 and IL 120 and additional lanes on Interstate 94 (I-94) from IL 120 to IL 132. Other arterial improvements would be implemented at interchange locations to provide for reasonable traffic operations. The IL 83/US 45 with US 12 Alternative would include approximately 63 miles of improvements on both existing and new alignment. The improvements to major roadways would include additional lanes on portions of IL 83, IL 21, US 12, and I-94, as well as bypasses for Mundelein and Libertyville. Existing intersections and interchanges along the widened highway corridors would be improved to provide for reasonable traffic operations. Regardless of the alternative chosen, the package of supporting transportation improvements would include the expansion of commuter rail service, improvements to local and express bus service, increasing rideshare opportunities, improvements to bicycle and pedestrial facilities, and transportation management strategies. POSITIVE IMPACTS: Action alternatives would considerably shorten travel times and reduce congestion in the affected corridors. Both action alternatives offer opportunities for improved modal connections, including access to planned park-and-ride facilities, bicycle and pedestrial connections, existing and planned rail stations, and local and express service facilities. NEGATIVE IMPACTS: The No Action Alternative would require the acquisition of 482 acres of new rights-of-way, resulting in displacement of 90 residential and commercial units, 80 acres of farmland, and 78.1 acres of wetlands. A total of 38 floodplains would be affected. Traffic-generated noise levels would exceed federal standards at 1,211 residential receptor sites. The IL 53 Freeway/Tollway Alternative would require the acquisition of 1,268 acres of new rights-of-way, resulting in displacement of 212 residential and commercial units, 780 acres of farmland, and 97.1 acres of wetlands. A total of 10 floodplains would be affected. This alternative would introduce a physical barrier into the landscape. Traffic-generated noise levels would exceed federal standards at 417 residential receptor sites. The IL 83/US 45 with US 12 Alternative would require the acquisition of 613 acres of new rights-of-way, resulting in displacement of 382 residential and commercial units, 226 acres of farmland, and 57.7 acres of wetland. A total of 33 floodplains would be affected. Traffic-generated noise levels would exceed federal standards at 273 residential receptor sites. Under any alternative, businesses would be affected by loss of parking in the vicinity of their establishments. Potential changes in groundwater quality could affect some study area wells. Habitat for endangered species could be affected. All alternatives would affect historic and archaeological resource sites as well as parks and wildlife refuge land. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972, as amended (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: 010351, 601 pages and maps, September 14, 2001 PY - 2001 KW - Roads and Railroads KW - Agency number: FHWA-IL-EIS-00-01-D KW - Archaeological Sites KW - Endangered Species (Animals) KW - Farmlands KW - Floodplains KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Parking KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Socioeconomic Assessments KW - Water Quality KW - Wells KW - Wetlands KW - Wildlife Habitat KW - Transportation KW - Illinois KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36410027?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-09-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=LAKE+COUNTY%2C+ILLINOIS%2C+TRANSPORTATION+IMPROVEMENT+PROJECT.&rft.title=LAKE+COUNTY%2C+ILLINOIS%2C+TRANSPORTATION+IMPROVEMENT+PROJECT.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Springfield, Illinois; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: September 14, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FAP 340 (I-355 SOUTH EXTENSION) INTERSTATE ROUTE 55 TO INTERSTATE ROUTE 80; COOK, DUPAGE, AND WILL COUNTIES, ILLINOIS (FINAL SUPPLEMENT TO THE FINAL EIS OF FEBRUARY 1996). AN - 36410026; 8965 AB - PURPOSE: The construction of a 12.5-mile, north-south, multilane, divided highway linking Interstate 55 (I-55) to I-80, located near Chicago, Illinois, is proposed. The highway, to be known as Federal Aid Primary Route 340 (I-355 South Extension), would pass through Cook, DuPage, and Will counties, 25 miles southwest of the downtown Chicago area. The major areas of controversy concern the location of interchanges and the protection of the north bluff area of the Des Plaines River Valley, which includes a creek, a nature preserve, and two forest preserves. The final EIS of February 1996 considered included a No Action Alternative, a mass transit alternative, and three build alternatives. This final supplement to the final EIS discloses additional information related to implementing the preferred alternative. Under the preferred alternative, the facility would be a freeway/tollway with interchanges at I-80, US 6, Illinois Route 7 (159th Street), and 143rd Street/Illinois Route 171 (Archer Avenue, 127th Street, and I-55). Densely populated subdivisions would be avoided, and sufficient right-of-way would be acquired to allow local agencies to construct a bikeway outside of access control and right-of-way limits. Under current plans, the Illinois State Toll Highway Authority would construct and finance the freeway as a toll facility. Additional properties threatened by the development would include the Lustron House, an architecturally significant building on 135th Street, a recreational trail following the Des Plaines River, and a canal that runs parallel to the river. POSITIVE IMPACTS: The freeway would ease suburban traffic congestion by improving the fragmented highway network. Ending the project at I-80 would provide access to the major east-west route serving southern communities such as New Lenox and Joliet. The freeway would result in reduced travel time and distances, energy savings, and reduced emissions of air pollutants. NEGATIVE IMPACTS: Under the preferred alternative, rights-of-way requirements would displace 52 residences, three businesses, one structure eligible for listing in the National Register of Historic Places, and 10.4 acres of wetlands. Traffic-generated noise would adversely affect several locations along the project. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and 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 95-0262D, Volume 19, Number 3. For the abstracts of the draft and final EISs, see 94-0327D, Volume 18, Number 4 and 96-0074F, Volume 20, Number 1, respectively. For the abstract of the draft supplemental EIS, 01-0180D, Volume 25, Number 2. JF - EPA number: 010343, 279 pages, September 7, 2001 PY - 2001 KW - Roads and Railroads KW - Agency number: FHWA-IL-EIS-93-03-F/4(f) KW - Air Quality Assessments KW - Bridges KW - Creeks KW - Drainage KW - Forests KW - Highway Structures KW - Highways KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Preserves KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation Surveys KW - Wetlands KW - Des Plaines River KW - Illinois KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks 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, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36410026?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-09-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FAP+340+%28I-355+SOUTH+EXTENSION%29+INTERSTATE+ROUTE+55+TO+INTERSTATE+ROUTE+80%3B+COOK%2C+DUPAGE%2C+AND+WILL+COUNTIES%2C+ILLINOIS+%28FINAL+SUPPLEMENT+TO+THE+FINAL+EIS+OF+FEBRUARY+1996%29.&rft.title=FAP+340+%28I-355+SOUTH+EXTENSION%29+INTERSTATE+ROUTE+55+TO+INTERSTATE+ROUTE+80%3B+COOK%2C+DUPAGE%2C+AND+WILL+COUNTIES%2C+ILLINOIS+%28FINAL+SUPPLEMENT+TO+THE+FINAL+EIS+OF+FEBRUARY+1996%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Springfield, Illinois; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: September 7, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TYLER LOOP 49 WEST FROM STATE HIGHWAY 155 TO INTERSTATE HIGHWAY 20, SMITH COUNTY, TEXAS. AN - 36415619; 8960 AB - PURPOSE: The construction of the western section of Loop 49 around the urbanized area of Tyler in Smith County, Texas is proposed. The project would constitute a component of a 40-mile circumferential controlled access highway. The western section would extend 15.77 to 16.61 miles, depending on the alternative chosen, from State Highway (SH) 155 to Interstate 20 (I-20). Thirteen alternatives, including a No-Build Alternative, are considered in this final EIS. The facility would be a parkway, with no frontage roads, in some areas and a freeway, with frontage roads, in others. The preferred alignment (N-C/S-A), which is the easternmost of the alternatives, would extend approximately 15.86 miles. From I-20, the alignment would proceed south through mixed pastureland/forestland for 1.45 miles, cross SH 110 to continue south for 2.27 miles before crossing County Road (CR) 46, turn to the southeast for 2.71 miles to Farm-To-Market (FM) 724, swing southwest for the next 0.86 miles before crossing SH 64, continue in a more southeasterly direction for 1.78 miles to CR 1145, pass west of the Westridge subdivision to approach SH 31, continue to the south and southeast for 3.99 miles to cross CR 1134 as well as the Union Pacific Railroad and CR 1227 before reaching CR 1113, turn to the east for approximately 1.95 miles to cross CR 196 and terminate at SH 155. The facility would include a two-level diamond interchange at I-20, with the option of a three-level interchange should Loop 49 ever be extended north of I020. Full diamond interchanges would be provided at SH 110, CR 46, and SH 64, SH 31, CR 1227, CR 1113, and SH 155. A half diamond interchange would be provided at FM 724. Grade separation structures would be provided at CR 1134, CR 1130, and CR 196. Estimated cost of the project is $95.1 million. {{2-15}} POSITIVE IMPACTS: The project would help alleviate traffic congestion on existing roadways in urbanized Smith County, provide a safer, more convenient route for traffic traversing the Tyler area, and increase mobility and provide access, including emergency access, to the western portion of the county. The Loop 49 project would serve outlying development expected to continue due to economic trends in the East Texas region. Connections would be provided to Tyler's Pounds Field Airport, planned industrial and manufacturing facilities, and interstate routes located north and west of Tyler. Improved traffic flow would decrease the levels of volatile organic compounds and carbon monoxide. The project would generate 2,400 person-years of employment, $25.6 million in income, and $327 million in secondary economic benefits. NEGATIVE IMPACTS: Development of new rights-of-way would result in the displacement of 1,171 to 1,274 acres of primarily agricultural land. From 27 to 50 residences and six to seven commercial establishments would be displaced. Additional land would be displaced by development resulting from enhanced access provided by the facility. The route would traverse 22 distinct floodplains, affecting wetlands, vegetation, and wildlife communities. Two structures potentially eligible for inclusion in the National Register of Historic Places could be affected, and there is a high likelihood that archaeological resource sites would be encountered during construction. Local access patterns would be altered. Noise levels would increase along the corridor, but these levels would not violate within federal standards. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 01-0219D, Volume 24, Number 2. JF - EPA number: 010338, 461 pages and maps, September 4, 2001 PY - 2001 KW - Roads and Railroads KW - Agency number: FHWA-TX-EIS-98-02-F KW - Archaeological Sites KW - Cultural Resources Surveys KW - Employment KW - Farmlands KW - Floodplains KW - Forests KW - Highways KW - Highway Structures KW - Historic Sites KW - Historic Sites Surveys KW - Land Use KW - Noise KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Water Quality KW - Wetlands KW - Wildlife Habitat KW - Texas KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36415619?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-09-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TYLER+LOOP+49+WEST+FROM+STATE+HIGHWAY+155+TO+INTERSTATE+HIGHWAY+20%2C+SMITH+COUNTY%2C+TEXAS.&rft.title=TYLER+LOOP+49+WEST+FROM+STATE+HIGHWAY+155+TO+INTERSTATE+HIGHWAY+20%2C+SMITH+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: September 4, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 22/WEST ORANGE COUNTY CONNECTION PROJECT: LOCATED BETWEEN INTERSTATE 605 AND STATE ROUTE 55 WITHIN THE JURISDICTION OF ORANGE COUNTY AND THE CITIES OF LOS ALAMITOS, SEAL BEACH, GARDEN GROVE, WESTMINISTER, SANTA ANA, AND ORANGE, CALIFORNIA. AN - 36418934; 8957 AB - PURPOSE: The improvement of a 13-mile segment of State Route (SR) 22, known as the West Orange Connection, between Interstate 605 and SR 55 in Orange County, California is proposed. Existing SR 22 is a six-lane freeway that provides connections to five major freeways, namely, I-605, I-405, I-5, SR 57, and SR 55. Constructed in the 1960s, SR 22 is one of the only two east-west freeways in Orange County. As a result of its' unique orientation, it crosses most of the major north-south arterial corridors in the central portion of the county and, consequently, has become a vital link in providing mobility to Orange County residents, workers, and visitors. The SR 22/West Orange County Connection passes through seven jurisdictions, including Los Alamitos, Orange County (unincorporated community of Rossmoor, Seal Beach, Westminister, Garden Grove, Santa Ana, and Orange. Four alternatives, including a No-Build Alternative, are considered in this draft EIS. In addition to the No-Build Alternative, a transportation system management (TSM) alternative and two highway build alternatives are under consideration. The actions under the TSM alternative would be included in both build alternatives. The Full Build Alternative would add a high-occupancy-vehicle (HOV) lane in both directions to accommodate long-distance travel for carpools and buses, while allowing for the smooth flow of vehicles between freeways to avoid chokepoints at major intersections. This alternative would also provide an additional HOV lane in each direction on I-405 between I-605 and SR 22. Freeway-to-freeway connectors would be provided between I-605 and I-405, between SR 22 and I-5, and between SR 22 and SR 55. A new arterial in the former Pacific Electric rights-of-way would be provided in Garden Grove and Santa Ana. The Reduced Build Alternative would include some of the elements of the Full Build Alternative. The three major elements not included in the Reduced Build Alternative would be the new arterial in the former Pacific Electric rights-of-way, the HOV connectors between SR 22 and I-5, and the HOV connectors between SR 22 and SR 55. Estimated capital costs of the proposed improvements range from $68 million to $763 million, depending on the alternative considered. {2-29} POSITIVE IMPACTS: The improved facility would improve mobility and reduce congestion in the study area, maximize cost-effectiveness of the improvements. Sufficient capacity on the freeway and major adjacent surface streets would be achieved, accommodating existing and projected 2020 travel demand between the SR 55 interchange and the Los Angeles County line and to and from designations with the proposed project area. The use of HOVs would likely rise significantly. NEGATIVE IMPACTS: Rights-of-way requirements would result in displacement of up to half of the Sherwood Lane Homes neighborhood in Santa Anna east of Bristol Street. Other neighborhoods would also be affected, and parking spaces would be displaced. Traffic-generated noise levels would exceed federal standards for some sensitive receptors, though noise control barriers could mitigate this impact. The project would lie within an area affected by seismic activity, and the facility would traverse floodplains, wetlands, and the associated wildlife habitat. Historic and, perhaps, archaeological resources could be affected. Construction workers would encounter hazardous materials/waste sites. Project structures would degrade visual aesthetics. 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: 010335, Draft EIS--421 pages and maps, Appendices--111 pages, August 31, 2001 PY - 2001 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-01-04-D KW - Archaeological Sites KW - Cultural Resources KW - Cultural Resources Assessments KW - Earthquakes KW - Floodplains KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Parking KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - California KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36418934?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-08-31&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+22%2FWEST+ORANGE+COUNTY+CONNECTION+PROJECT%3A+LOCATED+BETWEEN+INTERSTATE+605+AND+STATE+ROUTE+55+WITHIN+THE+JURISDICTION+OF+ORANGE+COUNTY+AND+THE+CITIES+OF+LOS+ALAMITOS%2C+SEAL+BEACH%2C+GARDEN+GROVE%2C+WESTMINISTER%2C+SANTA+ANA%2C+AND+ORANGE%2C+CALIFORNIA.&rft.title=STATE+ROUTE+22%2FWEST+ORANGE+COUNTY+CONNECTION+PROJECT%3A+LOCATED+BETWEEN+INTERSTATE+605+AND+STATE+ROUTE+55+WITHIN+THE+JURISDICTION+OF+ORANGE+COUNTY+AND+THE+CITIES+OF+LOS+ALAMITOS%2C+SEAL+BEACH%2C+GARDEN+GROVE%2C+WESTMINISTER%2C+SANTA+ANA%2C+AND+ORANGE%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 - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 31, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CHICAGO TERMINAL AIRSPACE PROJECT (CTAP), CHICAGO, COOK COUNTY, ILLINOIS. AN - 36415077; 8958 AB - PURPOSE: The modification of aircraft routes and air traffic control Procedures used in the region affected by operations at airports serving Chicago, Illinois is proposed. Designated the Chicago Terminal Airspace Project (CTAP), the proposed action would be a regional initiative designed to benefit aircraft operating at Chicago O'Hare International Airport (O'Hare), Chicago Midway Airport (Midway), Milwaukee (Wisconsin) General Mitchell Airport, and general aviation/reliever airports in the Chicago region. The action would not involve any physical facility changes, including development of airport facilities. The Chicago regional airspace is one of the busiest air traffic areas in the world. Due to its geographical position and the role of O'Hare as a major hub for two of the nation's largest airlines, inefficiencies in the Chicago regional airspace can adversely affect the national airspace system. Despite changes in aircraft and air traffic control technology, as well as the number and types of aircraft utilizing the airspace, the basic structure of the Chicago airspace has remained the same for over 20 years. A key impediment to efficiency results from airspace and air traffic control procedures that limit the flexibility of controllers, resulting in unnecessary delays and fuel consumption. The CTAP would establish a new high altitude O'Hare arrival route from the southwest, separated laterally and vertically from the existing route; modify existing high altitude routes at the southeast and northwest arrival corner posts, separated laterally and vertically from the existing route; establish a new high altitude route to the northeast, separated vertically from the existing route; implement more efficient use of existing routes for O'Hare and Midway departures to the north, south, east, and west; establish a new high altitude route to Midway for aircraft approaching from the northwest and northeast; establish a new high altitude arrival route for aircraft destined to Milwaukee from the south; in addition to transfer portions of the airspace from Chicago Center to Chicago Terminal Radar Approach Control (TRACON) and from Chicago TRACON to Rockford TRACON. In addition to the CTAP, a No Action Alternative and five categories of alternatives are considered in this final EIS, including the use of alternatives modes of transportation and communication, changes in the use of airports, demand management options, uses of new technology, airspace and air traffic control modifications. POSITIVE IMPACTS: The CTAP would improve air traffic flow, particularly high altitude arrival demand. The project would enhance safety and improve efficiency by reducing delays, simplifying operations for pilots, and increasing air traffic controller flexibility. Significant reductions in the overall number of receptors affected by excessive aircraft noise levels would be realized. Reduction of ground and airborne delays would reduce emissions of air pollutants and the amounts of fuel consumed by aircraft. NEGATIVE IMPACTS: As no physical facility changes would be undertaken, the proposed action would not alter the physical environment. In certain areas, additional sensitive receptors would be exposed to excessive aircraft noise levels. LEGAL MANDATES: Airport and Airway Improvements Act of 1982, as amended (P.L. 97-248), Airport and Airway Safety and Capacity Expansion Act of 1987 (P.L. 100-223), and Federal Aviation Act of 1958 (42 U.S.C. app. 1301 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 01-0001D, Volume 25, Number 1. JF - EPA number: 010336, 1,231 pages, August 31, 2001 PY - 2001 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Air Quality KW - Air Quality Assessments KW - Cost Assessments KW - Energy Consumption KW - Historic Sites Surveys KW - Impact Assessment Methodology KW - Land Use KW - Navigation Aids KW - Noise Assessments KW - Radar KW - Socioeconomic Assessments KW - Water Resources KW - Wetlands KW - Illinois KW - Wisconsin KW - Airport and Airway Improvements Act of 1982, Compliance KW - Airport and Airway Safety and Capacity Expansion Act of 1987, Compliance KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36415077?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-08-31&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CHICAGO+TERMINAL+AIRSPACE+PROJECT+%28CTAP%29%2C+CHICAGO%2C+COOK+COUNTY%2C+ILLINOIS.&rft.title=CHICAGO+TERMINAL+AIRSPACE+PROJECT+%28CTAP%29%2C+CHICAGO%2C+COOK+COUNTY%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: August 31, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ROUTE LOCATION ADOPTION AND CONSTRUCTION OF STATE ROUTE 905 BETWEEN THE OTAY MESA PORT OF ENTRY AND INTERSTATE 805 IN THE COUNTY OF SAN DIEGO, CALIFORNIA. AN - 36407884; 8933 AB - PURPOSE: The construction of a six-lane, mixed-flow, controlled access freeway or tollway, to be designated State Route (SR) 905 to connect Otay Mesa Point of Entry and Interstate 805 (I-805) in San Diego County, California is proposed. Sufficient rights-of-way allowing for a wider than usual median would be purchased to allow for the addition of two more lanes in the future, though not during the 20-year design horizon of the project. The corridor constitutes an important transportation route for goods and services between the United States and Mexico. Seven alternatives, including a No-Build Alternative, are considered in this draft EIS. Three tollway and three freeway alignment alternatives are addressed. The 6.2-mile facility would include five local interchanges, one each at Caliente Siempre Viva Road, Heritage Road, Britannia Boulevard, La Media Road, and Spiempre Viva Road. In addition, a freeway-to-freeway interchange would be provided at Route 125. Cost estimates for the build alternatives range from $267 million to $302 million. POSITIVE IMPACTS: The facility would improve access to and from the Point of Entry and to relieve traffic congestion along with existing Otay Mesa Road corridor. The new highway would complete SR 905, improve mobility and safety, and accommodate anticipated increases in this border trade corridor. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of two to four homes and two businesses, 25 acres of prime farmland, 322 to 336 acres of farmland of local or statewide importance, 164 to 168 acres of farmland in active use, and small areas of various types of wildlife habitat, including wetland habitat and habitat for federally protected species. The project would have a minor impact on community cohesion. Noise levels would exceed federal standards at numerous residential receptor locations. Hazardous waste sites would be encountered during construction. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 010310, 367 pages and maps, August 25, 2001 PY - 2001 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-01-03-D KW - Air Quality KW - Biologic Assessments KW - Farmlands KW - Geologic Assessments KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Land Use KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Visual Resources KW - Water Quality KW - Wetlands KW - Wildlife Habitat KW - California KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Comliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36407884?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-08-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ROUTE+LOCATION+ADOPTION+AND+CONSTRUCTION+OF+STATE+ROUTE+905+BETWEEN+THE+OTAY+MESA+PORT+OF+ENTRY+AND+INTERSTATE+805+IN+THE+COUNTY+OF+SAN+DIEGO%2C+CALIFORNIA.&rft.title=ROUTE+LOCATION+ADOPTION+AND+CONSTRUCTION+OF+STATE+ROUTE+905+BETWEEN+THE+OTAY+MESA+PORT+OF+ENTRY+AND+INTERSTATE+805+IN+THE+COUNTY+OF+SAN+DIEGO%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, San Diego, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 25, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ANTELOPE VALLEY STUDY, LINCOLN, LANCASTER COUNTY, NEBRASKA. AN - 36415558; 8949 AB - PURPOSE: The implementation of a plan for community revitalization, stormwater management, and transportation improvements in the Antelope Valley Study Area of Lincoln, Nebraska is proposed. Flooding along Antelope Creek would cause significant damage to existing and new developments in the valley. Current developments within the area have grown in unplanned ways, creating the potential for underutilization of land and creating conflicts among various interests. Adequate north-south and east-west vehicular connector routes are absent. Other problems include hazardous railroad crossings, vehicle-pedestrian conflicts, and the lack of recreational facilities for youth. With respect to community revitalization, the proposed action would involve encouraging development of a 40,000-square-foot downtown supermarket, mixed-use development downtown, and closer-to-home strategies; including overlay districts to encourage development along a common neighborhood theme, stormwater conveyance-related parks and mixed-use development to buffer potentially conflicting land uses, and the marketing of well-located public properties for redevelopment; encouraging new downtown housing in the form of townhomes and mixed-use development as well as a new employment center; construction of a new bike path linking existing trails with a safe route around downtown; development of a 33-acre park south of the railroad tracks between 28th and 32nd streets; and construction of a new medical clinic in the vicinity of Holdrege and 27th streets as part of a wrap-around center. A new stormwater conveyance channel and improvements to the existing channel would combine to provide a new drainage system extending from J Street northward to Salt Creek. Transportation improvements would include the construction of a new north-south roadway within the 19th Street corridor from K Street along the east side of the University of Nebraska to 14th Street near Military Avenue and the construction of an east-west roadway extending from 10th and Avery streets eastward along the Burlington Northern and Santa Fe tracks to Cornhusker Highway and Superior Street. Connections to other major neighborhood streets would be provided. A No Action Alternative is also considered in this final EIS. POSITIVE IMPACTS: Overall quality of life of residents of Antelope Valley would improve. The new roadways would reinforce neighborhood boundaries, and traffic would be removed from local roads. Emergency vehicle response would improve. Economic development in the area would be spurred, and consistent land uses would be promoted. Tax rolls would increase. The improved stormwater system would remove 835 structures from within the floodplain, effectively all structures that could be affected by flood events. By increasing the length of open stream, improving channel cross-section, and providing a continuous greenbelt and a new pond. the project would provide long-term wildlife and aquatic habitat improvements. NEGATIVE IMPACTS: Some businesses may relocate outside the area, resulting in a potential for a certain level of job dislocation, but redevelopment of the downtown area would create new employment opportunities. Noise levels in excess of federal standards would affect fifteen properties. An estimated 0.9 acre of wetlands would be affected, though these losses would be mitigated. The Antelope Creek floodplain would be reduced to a channel. Development spurred by the project would probably result in the development of a large parcel of farmland on the south side of Superior Street. Five historic houses could require relocation, and three archaeological sites could be affected. Nine potential hazardous substance release sites, 51 known petroleum release sites, and 59 potential petroleum release sites would lie adjacent to components of the project. [LEG]Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 00-0421D, Volume 24, Number 4. JF - EPA number: 010327, 477 pages and maps, August 24, 2001 PY - 2001 KW - Urban and Social Programs KW - Agency number: FHWA-NEB-EIS-99-01-F KW - Air Quality Assessments KW - Archaeological Sites KW - Central Business Districts KW - Commercial Zones KW - Community Development KW - Community Facilities KW - Farmlands KW - Flood Control KW - Floodplains KW - Hazardous Materials KW - Highways KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Parks KW - Roads KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Section 106 Statements KW - Railroads KW - Trails KW - Transportation KW - Urban Development KW - Urban Renewal KW - Urban Structures KW - Wetlands KW - Wildlife Habitat KW - Nebraska KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36415558?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-08-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ANTELOPE+VALLEY+STUDY%2C+LINCOLN%2C+LANCASTER+COUNTY%2C+NEBRASKA.&rft.title=ANTELOPE+VALLEY+STUDY%2C+LINCOLN%2C+LANCASTER+COUNTY%2C+NEBRASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Lincoln, Nebraska; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: August 24, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CORRIDOR 18/INTERSTATE 69 FROM THE U.S. 412/U.S. 51 INTERCHANGE TO THE U.S. FULTON BYPASS/PURCHASE PARKWAY INTERCHANGE, DYER AND OBION COUNTIES, TENNESSEE AND FULTON COUNTY, KENTUCKY. AN - 36418248; 8946 AB - PURPOSE: The improvement of approximately 46 miles of U.S. 51 (State Route (SR)) 3 from its interchange with U.S. 412 (SR 20) in Dyer County, located in Tennessee north to its interchange with the U.S. 51 Bypass and Purchase Parkway in Fulton County, located in south western Kentucky is proposed. The project would constitute a segment of Corridor 18, a congressionally designated High Priority transportation corridor, which extends from the U.S./Canada border in Michigan to the U.S./Mexico border in the Rio Grande Valley, and would be designated at Interstate 69 (I-69). Portions of the roadway would be constructed on new location, while other portions would follow existing U.S. 51. A No-Build Alternative and five build alternatives are considered in this draft EIS. Each build alternative has two distinct segments, specifically, a fully access-controlled segment from the U.S. 51/U.S. 412 interchange north of Dyersburg north to a point south of Troy, Tennessee and a segment of roadway from south of Troy to the end of the project in Fulton. Depending on the alternative selected, the estimated cost of the project ranges from $150 million to $176 million. POSITIVE IMPACTS: The project would advance the completion of Corridor 18 by completing Segment 7 of Independent Utility of the corridor. The improvement of the facility would improve international and interstate trade and otherwise facilitate economic development. The improved highway would provide an interstate-level facility linking the project area to I-155 at Dyersburg, I-55 and I-155 at Memphis, Tennessee and East Memphis, Arkansas, and I-157 north of Cairo, Illinois. The facility would link ten east-west interstate routes and six north-south interstate routes. It would also link ten urban areas, while reducing the level of truck and other through traffic traceling on existing U.S. 51, particularly in the vicinity of Union City. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of six to 34 residences and up to four commercial establishments, 413 to 528 acres of farmland, 20.3 to 35.1 acres of floodplain, and 3.53 to 8.76 acres of wetlands. One historic house and one or two archaeological sites could be affected. Traffic-generated noise levels would exceed federal standards in the vicinity of 42 to 56 residences and, possibly, one private park site, which could also be affected by loss of property. One hazardous waste site could be encountered during construction. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991, Transportation Equity Act for the 21st Century (P.L. 105-178), Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 010324, 237 pages, August 23, 2001 PY - 2001 KW - Roads and Railroads KW - Agency number: FHWA-TN-EIS-01-01-D KW - Air Quality Assessments KW - Archaeological Sites KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Parks KW - Relocations-Property Acquisitions KW - Socioeconomic Assessments KW - Traffic Analyses KW - Urban Development KW - Wetlands KW - Kentucky KW - Tennessee KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - Transportation Equity Act of 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/36418248?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-08-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CORRIDOR+18%2FINTERSTATE+69+FROM+THE+U.S.+412%2FU.S.+51+INTERCHANGE+TO+THE+U.S.+FULTON+BYPASS%2FPURCHASE+PARKWAY+INTERCHANGE%2C+DYER+AND+OBION+COUNTIES%2C+TENNESSEE+AND+FULTON+COUNTY%2C+KENTUCKY.&rft.title=CORRIDOR+18%2FINTERSTATE+69+FROM+THE+U.S.+412%2FU.S.+51+INTERCHANGE+TO+THE+U.S.+FULTON+BYPASS%2FPURCHASE+PARKWAY+INTERCHANGE%2C+DYER+AND+OBION+COUNTIES%2C+TENNESSEE+AND+FULTON+COUNTY%2C+KENTUCKY.&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: August 23, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PASEO DEL VOLCON CORRIDOR FROM INTERSTATE 40 TO NEW MEXICO HIGHWAY 44, BERNALILLO AND SANDOVAL COUNTIES, NEW MEXICO. AN - 36415576; 8947 AB - PURPOSE: The construction of a limited-access highway on the west side of Albuquerque, located in Bernalillo and Sandoval counties of central New Mexico, is proposed. The 30.6-mile highway would extend from Interstate 40 (I-40) west of Albuquerque to New Mexico 44 north of Rio Rancho, which would provide a connection to I-25. The highway, to be known as Paseo del Volcan, would provide critical north-south access in one of the fastest growing areas of the country. For analysis purposes, the corridor has been divided into three segments, and one or two alignments alternatives have been identified in each segment. The preferred alignment in the A segment would begin at I-40 two miles west of the access road Double Eagle II Airport. This alignment would turn to the northeast as it crosses into Sandoval County and terminate just south of Southern Boulevard. The estimated construction cost of this 14-mile segment is $18.3 million. The preferred alignment in the B segment would follow an alignment along the western edge of the Rio Rancho city limits, turn eastward through Rio Rancho in the vicinity of 28th and 29th streets, and terminate west of Bernalillo, three miles south of NM 44. The estimated construction cost of this 13.5-mile segment is $13.9 million. The preferred alignment in the C segment would proceed northeast for 3.1 miles to a terminus at an intersection with NM 44. The estimated construction cost of this segment is $3.1 million. A No-Build Alternative is also under consideration in this final EIS. POSITIVE IMPACTS: Under the preferred alternatives, the facility would provide for planned growth and economic development, reduce traffic congestion, improve safety, and provide linkage between two interstate highways. NEGATIVE IMPACTS: The facility would require the acquisition of approximately 1,966 acres for right-of-way, but no residential or commercial displacements would be required. However, 32 residences would experience significant increases in traffic-related noise. The affected areas would include up to 555 acres of native vegetation and habitat for mammals, as well as reptiles. The highway could adversely affect scenic views from within Petroglyph National Monument. 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 98-0029D, Volume 22, Number 1. JF - EPA number: 010325, 451 pages and maps, August 23, 2001 PY - 2001 KW - Roads and Railroads KW - Agency number: FHWA-NM-EIS-97-01-F KW - Air quality KW - Cultural resources KW - Hazardous wastes KW - Highways KW - Highway Structures KW - Floodplains KW - Land Use KW - Noise KW - Parks KW - Safety KW - Soils KW - Vegetation KW - Visual Resources KW - Water Quality KW - Wildlife Habitat KW - New Mexico KW - Petroglyph National Monument KW - Department of Transportation Act of 1966, Parks KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36415576?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-08-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PASEO+DEL+VOLCON+CORRIDOR+FROM+INTERSTATE+40+TO+NEW+MEXICO+HIGHWAY+44%2C+BERNALILLO+AND+SANDOVAL+COUNTIES%2C+NEW+MEXICO.&rft.title=PASEO+DEL+VOLCON+CORRIDOR+FROM+INTERSTATE+40+TO+NEW+MEXICO+HIGHWAY+44%2C+BERNALILLO+AND+SANDOVAL+COUNTIES%2C+NEW+MEXICO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Santa Fe, New Mexico; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: August 23, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STELLER SEA LION PROTECTION MEASURES IN THE FEDERAL GROUNDFISH FISHERIES OFF ALASKA (DRAFT SUPPLEMENTAL TO DRAFT ENVIRONMENTAL IMPACT STATEMENT of 1978. AN - 36409592; 8945 AB - PURPOSE: The implementation of a plan for the protection of Steller sea lions under the authority of the fishery management plans for groundfish fisheries of the Gulf of Alaska and the Bering Sea and Aleutian Islands is proposed. Within fisheries in the range of the Steller sea lion west of Cape Suckling, the species is considered endangered; within the area east of Cape Suckling, the species is considered endangered. In the core region from Kenai Peninsula to Kiska Island, counts of adult and juvenile sea lions have declined by approximately 80 percent since the population size was estimated in the late 1950s. Five alternatives, including a No Action Alternative (Alternative 1), are considered in this draft supplemental programmatic EIS. The primary purpose of the proposed action is to modify the management plan for the Pollock, Pacific cod, and Atka mackerel fisheries such that the reconfigured fisheries do not jeopardize the continued existence of Steller sea lions or adversely affect their crucial habitat. If more than one alternative action would accomplish the primary purpose, a secondary objective would be to modify the fisheries such that the reconfiguration minimizes the economic and social costs that would be imposed on the commercial fishing industry and the associated coastal communities. The preferred alternative (Alternative 4) would involve an area and fishery specific approach. The approach would allow for different types of management measures in the three affected areas. Essential measures would include fishery-specific closed areas around rookeries and hallouts, together with seasonal and catch apportionments. Three options for closure areas would be considered; these include small boat exemptions for the Chignik and /or Unalaska tribes and gear-specific zones for the Gulf of Alaska Pacific cod fisheries. POSITIVE IMPACTS: The preferred alternative would protect the habitat and individuals of the Steller sea lion species from further incidental take by fishing interests in the affected fisheries. The socioeconomic impacts of the preferred alternative would be as limited as possible. NEGATIVE IMPACTS: Conditionally significant effects would occur with respect to the harvest of prey species for Steller sea lion. Economic returns from the affected fisheries would decline by between one and six percent overall; specific regions could suffer from losses of up to 17 percent. LEGAL MANDATES: Endangered Species Act of 1973 (16 U.S.C. 1531 et seq.) and Magnuson Fishery Conservation and Management Act of 1976 (16 U.S.C. 1801 et seq.). PRIOR REFERENCES: For the abstract of the draft and final EISs see 78-1352D Volume 2, Number 9 and 80-0198F, Volume 4, Number 12 respectively. JF - EPA number: 010323, Draft Supplemental EIS--927 pages, Appendices--892 pages, Map Supplement, August 22, 2001 PY - 2001 KW - Parks, Refuges and Forests KW - Biologic Assessments KW - Employment KW - Endangered Species (Animals) KW - Fisheries KW - Fisheries Management KW - Marine Mammals KW - Socioeconomic Assessments KW - Alaska KW - Bering Sea KW - Gulf of Alaska KW - Aleutian Islands KW - Endangered Species Act of 1973, Animals KW - Magnuson Fishery Conservation and Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36409592?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-08-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STELLER+SEA+LION+PROTECTION+MEASURES+IN+THE+FEDERAL+GROUNDFISH+FISHERIES+OFF+ALASKA+%28DRAFT+SUPPLEMENTAL+TO+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+of+1978.&rft.title=STELLER+SEA+LION+PROTECTION+MEASURES+IN+THE+FEDERAL+GROUNDFISH+FISHERIES+OFF+ALASKA+%28DRAFT+SUPPLEMENTAL+TO+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+of+1978.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Commerce, National Marine Fisheries Service, Juneau, Alaska; DC N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 22, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MD 97 - BROOKEVILLE PROJECT FROM SOUTH OF GOLD MINE ROAD TO NORTH OF HOLIDAY DRIVE, MONTGOMERY COUNTY, MARYLAND. AN - 36409657; 8944 AB - PURPOSE: The reconstruction of Maryland Route 97 (MD 97) from south of Gold Mine Road to north of proposed Bordly Drive in Montgomery County, Maryland is proposed. The project study area extends approximately two miles along the MD 97 (Georgia Avenue) corridor from south of Gold Mine Road to north of Holiday Drive. MD 97 functions as a major north-south commuter route between employment areas in and around the Washington, D.C. Metropolitan area, including Washington, D.C. and residential communities such as Brookeville in northern Montgomery County and other communities in Howard and Carroll counties. In Brookeville, MD 97 has a 90-degree bend in its horizontal alignment, which is rendered more dangerous by a steep vertical grade. The increasing volumes of peak hour traffic, combined with these substandard geometrics, contribute to the need to improve the overall operational characteristics of MD 97 through Brookeville. Four new alignment alternatives and a No-Build Alternative are considered in this draft EIS. Build alternatives include one alignment lying east of Brookeville and three alignments west of the town. At-grade and grade-separated designs were developed for two of the western alignments in an attempt to mitigate environmental versus community impacts. All alignment alternatives would provide for a two-lane, undivided, limited access, highway extending from MD 108 to Holiday Drive. Depending on the build alternative and design option selected, estimated costs of the project range from $12.2 million to $34.8 million. POSITIVE IMPACTS: The project would remove the continually increasing traffic volumes Brookeville, improve traffic operations and safety on existing MD 97, and preserve the historic character of the town. NEGATIVE IMPACTS: Rights-of-way requirements for the project would require displacement of up to five residences and one business and affect a total of 11 to 26 properties. In addition, the project would affect 3.8 to 6.29 acres of recreational land, up to 1.82 acres of historic district property, 4.33 to 25.88 acres of prime farmland, 1.24 to 5.63 acres of farmland of statewide importance, 0.1 to 0.21 acre of wetlands, 1,284 to 1,590 linear feet of stream, 2.44 to 3.29 acres of floodplain land, and 8.04 to 11.50 acres of forested land. One alternative would not be compatible with the comprehensive land use management plan for the area. During construction two hazardous waste sites could be encountered. Noise levels would exceed federal standards at eight to 10 sensitive receptors. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 010321, 467 pages and maps, August 20, 2001 PY - 2001 KW - Roads and Railroads KW - Agency number: FHWA-MD-EIS-01-02-D KW - Air Quality Assessments KW - Cultural Resources Surveys KW - Farmlands KW - Forests KW - Geologic Assessments KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Historic Sites Surveys KW - Hydraulic Assessments KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Socioeconomic Assessments KW - Safety KW - Section 4(f) Statements KW - Streams KW - Traffic Analyses KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Maryland 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/36409657?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-08-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MD+97+-+BROOKEVILLE+PROJECT+FROM+SOUTH+OF+GOLD+MINE+ROAD+TO+NORTH+OF+HOLIDAY+DRIVE%2C+MONTGOMERY+COUNTY%2C+MARYLAND.&rft.title=MD+97+-+BROOKEVILLE+PROJECT+FROM+SOUTH+OF+GOLD+MINE+ROAD+TO+NORTH+OF+HOLIDAY+DRIVE%2C+MONTGOMERY+COUNTY%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Baltimore, Maryland; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 20, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - HARTSFIELD ATLANTA INTERNATIONAL AIRPORT, CITY OF ATLANTA, FULTON AND CLAYTON COUNTIES, GEORGIA. AN - 36409398; 8943 AB - PURPOSE: The implementation of an airport layout plan for Hartsfield Atlanta International Airport, city of Atlanta, Fulton and Clayton counties, Georgia is proposed. The city has determined that the 6,000-foot commuter runway that was approved in 1994 does not provide the delay reduction benefits necessary due to increasing traffic volumes and increasing use of regional flights at the airport. The airport currently has inadequate airfield capacity to accommodate existing and projected activity levels during peak periods, creating high delay levels. These delay levels would increase exponentially over time without major improvements to the airfield. A Federal Aviation Administration analysis of departure and arrival delays at the airport determined that to maximize the facility's ability to serve the local Atlanta air travel market, as well as to maintain the airport as a connecting hub, five air carrier runways are essential to accommodate existing and forecast activity during peak periods in all weather conditions. Currently, the airport has only four such runways. Ten alternatives, including a No Action Alternative, are considered in this final EIS. All but four alternatives, including the No Action Alternative, were rejected as inappropriate. The proposed plan would involve construction of a 9,000-foot by 150-foot fifth air carrier runway and associated taxiway improvements. The runway would be laterally separated from Runway 9R/27L by 4,200 feet and would be shifted approximately 1,900 feet to the east of the previously approved runway by a 100-foot-wide fifth runway. The new runway and taxiway improvements would require installation of lighting and navigational aids, airspace modifications, and implementation of approach and departure procedures. Taxiway improvements would include construction of a bridge over Interstate 285. POSITIVE IMPACTS: The new runway would reduce delay during unusual visual and meteorological conditions and under meteorological conditions requiring instrument landings. Sufficient airfield capacity would be provided to accommodate most aircraft types during all weather conditions through 2010. Four critical components of delay would be addressed by the project, specifically, reduction in arrival delay by providing additional independent approach capability, reduction of departure delay through decrease in the dependency between departure runways in poor visibility conditions, reduction in delay through provision of an enhanced airfield to serve all air carrier aircraft under all weather conditions, and reduction in delay through maintenance of existing and future hub activity at the airport. The number of residents affected by aircraft noise would decline, as would the extent of incompatible land use. Air quality within the vicinity of the airport would improve. NEGATIVE IMPACTS: The area affected by noise of at least 65 decibels would increase by approximately 2.2 miles, to near a 30-mile distance from the airport. from 1,155 to 2,184 residential displacements would be required, and a disproportionate number of these would involve minority residents. From 251 to 256 businesses would also be displaced. Construction and related activities would displace 179 to 197 acres of forest and 9.02 to 9.8 acres of wetlands. The project would require alteration of 7,645 to 7,805 linear feet of stream and 60 to 74 acres of floodplain land. Construction activities would encounter 32 to 60 hazardous waste sites. Road and street realignment would be required. Runoff from impervious surfaces would increase by 46 to 52 percent, affecting water quality in receiving streams. Three to four historic and/or archaeological resources would be indirectly affected. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Land and Water Conservation Fund Act (33 U.S.C. 1251),National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 01-0102D, Volume 25, Number 2. JF - EPA number: 010320, Volume I--431 pages and maps, Volume 2--581 pages and maps, Volume III-326 pages, August 17, 2001 PY - 2001 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Historic Sites KW - Navigation Aids KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Streams KW - Weather KW - Wetlands KW - Wildlife Habitat KW - Georgia KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Land and Water Conservation Fund Act, Section 6(f) Involvement 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/36409398?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-08-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=HARTSFIELD+ATLANTA+INTERNATIONAL+AIRPORT%2C+CITY+OF+ATLANTA%2C+FULTON+AND+CLAYTON+COUNTIES%2C+GEORGIA.&rft.title=HARTSFIELD+ATLANTA+INTERNATIONAL+AIRPORT%2C+CITY+OF+ATLANTA%2C+FULTON+AND+CLAYTON+COUNTIES%2C+GEORGIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, College Park, Georgia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: August 17, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PROPOSED CONSTRUCTION OF STATE ROUTE 385 FROM MT. PLEASANT ROAD TO SOUTH OF INTERSTATE 40, FAYETTE AND SHELBY COUNTIES, TENNESSEE. AN - 36418210; 8936 AB - PURPOSE: The construction of a four-lane, divided, access-controlled facility extending from Mt. Pleasant Road near Collierville to south of Interstate 40, located in Shelby and Fayette counties, Tennessee, is proposed. The facility would be 17 miles long and generally run parallel to the Shelby-Fayette county line. It would complete the final link of State Route (SR) 385 and provide a semi-circumferential loop for Memphis and Shelby County. Three alternatives, including a No Action Alternative, are considered in this final EIS. The build alternatives(Alternative A and Alternative B) would be constructed on new location as a divided four-lane, access-controlled highway. Access to the project would be provided at intersections with state highways, except Route 205. Bridge structures would be required for the crossing of the Wolf River as well as smaller tributaries and the Norfolk Southern rail line near SR 57. The roadway would consist of two 12-foot-wide traffic lanes and a12-foot-wide outside shoulder in each direction, separated by a48-foot-wide median. Both build alternatives would begin at the same point south Collierville and proceed northerly to the same termination point south of I-40; however, for most of its length, Alternative B would follow a more easterly alignment, just within the Fayette County line. A somewhat modified version of Alternative A, as described in the draft EIS, has been selected as the proposed alternative. Preliminary engineering, construction, rights-of-way acquisition costs, and utility relocation costs are estimated at $4.1 million, $92.0 million, $83.4 million, and $1.5 million, respectively, for a total project cost of $181.1 million. POSITIVE IMPACTS: The project would improve local and regional accessibility and traffic service, upgrade service for a rapidly developing area, reduce congestion on existing highways, improve safety and operating conditions in the transportation corridor, and enhance future planned growth and development. NEGATIVE IMPACTS: Rights-of-way requirements totaling 623 acres under the preferred alternative would displace seven commercial establishments, seven residences, and 16.5 acres of wetlands. The project would each encroach on the Wolf River floodplain, but the encroachment would not be considered significant. Two archaeological sites would be affected. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 96-0177D, Volume 20, Number 2. JF - EPA number: 010313, 209 pages and maps, August 16, 2001 PY - 2001 KW - Roads and Railroads KW - Agency number: FHWA-TN-EIS-96-02-F KW - Archaeological Sites KW - Air Quality Assessments KW - Bridges KW - Cost Assessments KW - Environmental Justice KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Noise KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Socioeconomic Assessments KW - Traffic Analyses KW - Wetlands KW - Tennessee KW - Wolf River KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36418210?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-08-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PROPOSED+CONSTRUCTION+OF+STATE+ROUTE+385+FROM+MT.+PLEASANT+ROAD+TO+SOUTH+OF+INTERSTATE+40%2C+FAYETTE+AND+SHELBY+COUNTIES%2C+TENNESSEE.&rft.title=PROPOSED+CONSTRUCTION+OF+STATE+ROUTE+385+FROM+MT.+PLEASANT+ROAD+TO+SOUTH+OF+INTERSTATE+40%2C+FAYETTE+AND+SHELBY+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 - Final. Preparation date: August 16, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTHEAST ARKANSAS I-69 CONNECTOR, DREW, LINCOLN, CLEVELAND, AND JEFFERSON COUNTIES, ARKANSAS. AN - 36409683; 8937 AB - PURPOSE: Construction of a four-lane, divided, fully controlled accesshighway on new alignment between U.S. 278 in the vicinity of Monticello north to Interstate 530 (I-530) in Pine Bluff in Drew, Lincoln, Cleveland, and Jefferson counties, Arkansas. The facility, to be known as the Southeast Arkansas I-69 Connector, would extend 38.6 miles. Four alignment alternatives and a No Action Alternative are considered in this final EIS. The preferred alternative is Line 4. Estimated costs of construction and rights-of-way acquisition for the preferred alternative amount to $303 million and $9.2 million, respectively. POSITIVE IMPACTS: The facility would constitute a substantial extension of the interstate system in southeast Arkansas, providing additional traffic capacity and reducing travel times to major points of interest, including employment centers. Interstate linkage would be provided between Little Rock and the proposed I-16 corridor Local and regional economic growth in the Lower Mississippi Delta Region would be facilitated. Intermodal transportation plans would be supported. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of six residences, 42.4 acres of wetland within 10 wetland areas, 360.8 acres of floodplain, 614 acres of prime farmland, and 463.8 acres of farmland of statewide importance. Noise levels would exceed federal standards at 33 sensitive receptors. The alignment would traverse 192.8 acres characterized by a high probability the presence of archaeological resources. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251et seq.) and Uniform Relocation 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- 0194D, Volume 25, Number 2. JF - EPA number: 010314, 387 pages and maps, August 16, 2001 PY - 2001 KW - Roads and Railroads KW - Agency number: FHWA-AR-EIS-00-01-F KW - Archaeological Sites KW - Cultural Resources KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Floodplains KW - Highways KW - Highway Structures KW - Land Use KW - Noise KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Section 106 Statements KW - Section 4(f) Statements KW - Transportation KW - Water Quality KW - Wetlands KW - Wildlife Surveys KW - Arkansas KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36409683?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-08-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHEAST+ARKANSAS+I-69+CONNECTOR%2C+DREW%2C+LINCOLN%2C+CLEVELAND%2C+AND+JEFFERSON+COUNTIES%2C+ARKANSAS.&rft.title=SOUTHEAST+ARKANSAS+I-69+CONNECTOR%2C+DREW%2C+LINCOLN%2C+CLEVELAND%2C+AND+JEFFERSON+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: August 16, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-405 CORRIDOR PROGRAM, KING COUNTY AND SNOHOMISH COUNTY, WASHINGTON. AN - 36397049; 8938 AB - PURPOSE: The improvement of 30-miles of Interstate 405 (I-405),adjacent arterials, and transit facilities throughout the I-405 corridor between its southern intersection with I-5 in the city of Tukwila in King County and its northern intersection with I-5 in Snohomish County, Washington is proposed. I-405 is the region's dominant north-south travel corridor east of I-5, and it serves as the designated military route due to the constricted nature of I-5. Currently, I-405 varies from six to 10 lanes within the corridor under consideration. Five alternatives, including a No Action Alternative, are considered in this draft programmatic EIS. Action alternatives include construction of a range of highway, arterial, fixed-guideway high-capacity transit, bus rapid transit, local bus transit, transportation demand management (TDM), and non-motorized transportation improvements. Action Alternative 1 would provide a physically separated, fixed-guideway high-capacity transit(HCT) system serving major activity centers. Basic improvements would be made to I-405, though no general purpose lanes would be added. TDM strategies would include evaluation of regional transportation pricing. Alternative 2 would also provide am HCT system as well as substantially expanding local bus transit service and incorporating high-occupancy-vehicle (HOV)freeway-to-freeway ramps, arterial HOV for transit services, additional park-and-ride and transit center capacity, and improvements for pedestrian and bicycle movements. Alternative 3 would expand I-405 by up to two lanes in each direction, along with major interchange and connecting arterial /freeway capacity improvements, HOV direct access ramps, arterial continuity improvements, bus rapid transit through the corridor, expanded local bus transit service, additional park-and-ride and transit center capacity, and freight traffic improvements. Alternative 4 would provide one additional lane in each direction on I-405 along with a four-lane I-405 express roadway and improved major interchanges. Arterial continuity improvements, HOV direct access ramps, expanded local bus transit service, and improvements for pedestrian and bicycle movements. Cost estimates for the action alternatives range from $5.3 billion to $11.3 billion. POSITIVE IMPACTS: The project would reduce traffic congestion in the corridor and improve personal and freight mobility over the next 20 to 30 years. Encouragement of the use of HOV lanes and transit services and/or increased lane capacity would increase transportation efficiency, reducing energy consumption per vehicle-mile as well as emissions of air pollutants and runoff to receiving fish-bearing surface waters. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of residential and commercial units as well as farmland, wetlands and other riparian habitat, floodplain land, shoreline land, parkland, and bald eagle habitat. Major utility relocations would be required. Historic and archaeological resources would also be affected. Up to approximately 2,500 residential receptors would be exposed to traffic-generated noise levels in excess of federal standards. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991, National Historic Preservation Act of 1966, as amended (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: 010315, pages, August 16, 2001 PY - 2001 EP - ages, August 16 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-01-01-D KW - Archaeological Sites KW - Birds KW - Endangered Species (Animals) KW - Farmlands KW - Fish KW - Floodplains KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Parking KW - Parks KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Shores KW - Transportation KW - Transportation Surveys KW - Wetlands KW - Wildlife Habitat KW - Washington KW - Department of Transportation Act of 1966, Parks KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, 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/36397049?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-08-16&rft.volume=&rft.issue=&rft.spage=ages&rft.isbn=&rft.btitle=I-405+CORRIDOR+PROGRAM%2C+KING+COUNTY+AND+SNOHOMISH+COUNTY%2C+WASHINGTON.&rft.title=I-405+CORRIDOR+PROGRAM%2C+KING+COUNTY+AND+SNOHOMISH+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 - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 16, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EXPANSION OF FLYING CLOUD AIRPORT, EDEN PRAIRIE. HENNEPIN COUNTY, MINNESOTA (DRAFT SUPPLEMENT TO THE DRAT ENVIRONMENTAL IMPACT STATEMENT OF DECEMBER 1999). AN - 36409495; 8928 AB - PURPOSE: The extension of the main runway and of a parallel runway, expansion of the building area, and associated land acquisition and other developments at Flying Cloud Airport (FCA), Eden Prairie, Hennepin County, Minnesota are proposed. The airport is classified as a general aviation minor airport in the Metropolitan Airport System, which included Minneapolis-St. Paul International Airport, St. Paul Downtown Airport, six minor airports, and three special purpose airports. FCA was one of the first airports in the region and has had a more sophisticated mix of aircraft types than many of the other general aviation airports. Major issues identified during scoping include that associated with the natural environment, economic conditions, land use compatibility, aircraft noise, social impacts, historic resources, a wildlife refuge near the airport, and bird-aircraft collisions, including collisions with bald eagles. Four alternatives, including a No Action Alternative, were considered in the draft EIS of January 2000. This draft supplement addresses four major changes in planning that have taken place since the publication of the draft EIS. Three alternatives (Alternatives C, D, and E) have been iminated from consideration, leaving only Alternative F, the No Action Alternative, and the proposed action, which would involve implementation of Alternative F coupled with additional noise mitigation measures. Other changes involve fleet mix, runway use, and mitigation measures with respect to impacts to the Minnesota Valley National Wildlife Refuge. Alternative F would involve the development of a new south building area to accommodate existing and future demand for additional hangars; extension of the main runway (9R/27L) 3,900 feet to 5,000 feet and the parallel runway (9L/27R) from 3,600 feet to 3,900 feet; and acquisition of 100 acres of land and 24 acres of aviation easements for approach protection. The Metropolitan Airports Commission's Ordinance 51 would be revised to lift the restriction limiting jet aircraft to 20,000 pounds, allowing maximum utilization of the extended main runway by general aviation aircraft. Development costs are estimated at $60.5 million, and the benefit-cost ratio is estimated at 2.47. POSITIVE IMPACTS: The plan would satisfy aviation requirements of the airport through the year 2010. Sufficient land would be acquired to protect aviation operations from incompatible development, and sufficient hangar space would be provided to accommodate existing and future demand. Lengthening of the main runway would induce appropriate general aviation aircraft operators to use the airport rather than Minneapolis-St. Paul International Airport and meet the requirements of insurers. NEGATIVE IMPACTS: A 5,000-foot main runway would be less than necessary for full utilization under all conditions by all of the light- to medium-sized business jets. Expansion of airport activities would result in 3,600 more flights by the year 2010 over areas where birds congregate at elevations of less than 2,000 feet above ground. The plan would expand the extent of existing residential land and planned residential land that would be incompatible with airport uses due to aircraft noise levels. Four households would be displaced. The wildlife refuge would be affected by 6,328 overflights at altitudes of less than 2,000 feet per month. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (49 U.S.C. 47101 et seq.), Federal Aviation Act of 1958, as amended (49 U.S.C. 40101 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 00-0026D, Volume 24, Number 1. JF - EPA number: 010305, 187 pages and maps, August 13, 2001 PY - 2001 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Air Quality Assessments KW - Birds KW - Cultural Resources Surveys KW - Easements KW - Endangered Species (Animals) KW - Floodplains KW - Hazardous Wastes KW - Land Acquisitions KW - Noise KW - Noise Standards Violations KW - Preserves KW - Relocations-Property Acquisitions KW - Socioeconomic Assessments KW - Terminal Facilities KW - Water Quality KW - Wetlands KW - Wildlife Habitat KW - Minnesota KW - Minnesota Valley National Wildlife Refuge KW - Airport and Airway Improvements Act of 1982, Project Authorization KW - Federal Aviation Act of 1958, 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/36409495?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-08-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EXPANSION+OF+FLYING+CLOUD+AIRPORT%2C+EDEN+PRAIRIE.+HENNEPIN+COUNTY%2C+MINNESOTA+%28DRAFT+SUPPLEMENT+TO+THE+DRAT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+DECEMBER+1999%29.&rft.title=EXPANSION+OF+FLYING+CLOUD+AIRPORT%2C+EDEN+PRAIRIE.+HENNEPIN+COUNTY%2C+MINNESOTA+%28DRAFT+SUPPLEMENT+TO+THE+DRAT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+DECEMBER+1999%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Minneapolis, Minnesota; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 13, 2001 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - Prevention of alcohol misuse and prohibited drug use in transit operations. Final rule. AN - 72331560; 11757557 AB - The Federal Transit Administration (FTA) has combined its drug and alcohol testing regulations. This final rule incorporates guidance that FTA has issued in the past several years in letters of interpretation, audit findings, newsletters, training classes, safety seminars, and public speaking engagements. In addition, this final rule conforms FTA's rule to the Department of Transportation's (DOT) revised drug and alcohol testing rule published on December 19, 2000. JF - Federal register AU - Federal Transit Administration, Department of Transportation AD - Federal Transit Administration, Department of Transportation Y1 - 2001/08/09/ PY - 2001 DA - 2001 Aug 09 SP - 41996 EP - 42036 VL - 66 IS - 154 SN - 0097-6326, 0097-6326 KW - Health technology assessment KW - United States KW - Substance-Related Disorders -- diagnosis KW - Humans KW - Workplace KW - Substance-Related Disorders -- prevention & control KW - Substance Abuse Detection -- legislation & jurisprudence KW - Transportation -- legislation & jurisprudence UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/72331560?accountid=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=Federal+register&rft.atitle=Prevention+of+alcohol+misuse+and+prohibited+drug+use+in+transit+operations.+Final+rule.&rft.au=Federal+Transit+Administration%2C+Department+of+Transportation&rft.aulast=Federal+Transit+Administration&rft.aufirst=Department+of&rft.date=2001-08-09&rft.volume=66&rft.issue=154&rft.spage=41996&rft.isbn=&rft.btitle=&rft.title=Federal+register&rft.issn=00976326&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date completed - 2002-01-16 N1 - Date created - 2001-12-05 N1 - Date revised - 2017-01-13 N1 - Last updated - 2017-01-18 ER - TY - JOUR T1 - Control of alcohol and drug use: changes to conform to new DOT transportation workplace testing procedures. Final rule. AN - 72330818; 11757556 AB - FRA is publishing a final rule conforming its drug and alcohol testing regulation to the December 19, 2000 revision of DOT's transportation workplace testing procedures. Consistency between the FRA's rule and DOT's revision is important in order to avoid overlap, conflict, duplication, or confusion among DOT drug and alcohol testing regulations. JF - Federal register AU - Federal Railroad Administration (FRA), Department of Transportation (DOT or Department) AD - Federal Railroad Administration (FRA), Department of Transportation (DOT or Department) Y1 - 2001/08/09/ PY - 2001 DA - 2001 Aug 09 SP - 41969 EP - 41996 VL - 66 IS - 154 SN - 0097-6326, 0097-6326 KW - Health technology assessment KW - United States KW - Substance-Related Disorders -- diagnosis KW - Humans KW - Workplace KW - Substance-Related Disorders -- prevention & control KW - Substance Abuse Detection -- legislation & jurisprudence KW - Transportation -- legislation & jurisprudence KW - Railroads -- legislation & jurisprudence UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/72330818?accountid=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=Federal+register&rft.atitle=Control+of+alcohol+and+drug+use%3A+changes+to+conform+to+new+DOT+transportation+workplace+testing+procedures.+Final+rule.&rft.au=Federal+Railroad+Administration+%28FRA%29%2C+Department+of+Transportation+%28DOT+or+Department%29&rft.aulast=Federal+Railroad+Administration+%28FRA%29&rft.aufirst=Department+of+Transportation+%28DOT+or&rft.date=2001-08-09&rft.volume=66&rft.issue=154&rft.spage=41969&rft.isbn=&rft.btitle=&rft.title=Federal+register&rft.issn=00976326&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date completed - 2002-01-16 N1 - Date created - 2001-12-05 N1 - Date revised - 2017-01-13 N1 - Last updated - 2017-01-18 ER - TY - RPRT T1 - TAMPA RAIL PROJECT, CITY OF TAMPA, COMMUNITY OF HILLSBOROUGH, FLORIDA. AN - 36397011; 8924 AB - PURPOSE: The construction and operation of a regional rail transit system in Tampa and Hillsborough County, Florida is proposed. This draft EIS considers a No-Build Alternative, a transportation systems management alternative, and four rail build alternatives. The build alternatives are combinations of rail transit in the northeast, southwest, and west corridors. The build alternatives would use light rail transit or diesel multiple unit vehicles in one or more of these three corridors. Build Alternative 1 would involve the northeast corridor, connecting downtown Tampa to the University of South Florida and the adjacent hospitals, serving inner city minority and disadvantaged communities and built largely in an existing CSX rail corridor. Build Alternative 2 would include implementation of rail transit in the northeast corridor and the southwest corridor; the latter project would extend from downtown Tampa south through the densely populated moderate- to high-income Interbay peninsula to Port Tampa. Under Alternative 2, the southwest corridor facility would be constructed entirely within existing CSX rights-of-way. Build Alternative 3 would include implementation of rail transit in the northeast corridor and the west corridor; the latter project would extend on new rights-of-way from downtown Tampa westward to the Westshore business district, the Tampa Sports Authority Stadiums, Hillsborough Community College, and St. Joseph Hospital, with future connections to Tampa International Airport, the West Tampa Historic District, and a wide range of communities, including minority and disadvantaged communities. Build Alternative 4 would involve implementation of rail transit in all four corridors. Estimated capital cost of the build alternatives range from $928 million to $1.7 billion. {2-33 /34} Estimated capital cost of the transportation systems management alternative is $369 million. POSITIVE IMPACTS: The rail system would ease public transportation in the city and surrounding areas significantly, supporting expected population growth and boosting employment growth. Traffic congestion on routes supplemented by the system would decline significantly. The availability of rail transport would significantly reduce the level of emissions of carbon monoxide, nitrogen oxides, and volatile organic compounds and result in transportation energy savings. NEGATIVE IMPACTS: Depending on the build alternative selected, the project would displace 18 to 125 residential, and 34 to 62 commercial units and, possibly,one public facility. Neighborhood cohesion would be affected, including cohesion within minority and low-income neighborhoods. Rail structures would affect visual aesthetics in some areas, including aesthetics in the vicinity of historic sites, and up to 11 historic structures would be directly impacted by construction activities. Up to 30 parks and other recreational facilities could be affected. From 201 to 636 residential receptor sites would be exposed to noise in excess of federal standards. Vibration impacts would affect 142 to 278 sites. The project would impact 3.5 to 7.6 acres of wetland, and 12 floodplain areas could be traversed. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Laws (49 U.S.C. 303), National Historic Preservation Act of 1966, as amended (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: 010301, Volume 1--314 pages, Volume 2--298 pages, August 9, 2001 PY - 2001 KW - Roads and Railroads KW - Air Quality KW - Air Quality Assessments KW - Cost Assessments KW - Floodplains KW - Historic Districts KW - Historic Sites KW - Minorities KW - Nitrogen Oxides KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Visual Resources KW - Volatile Organic Compounds KW - Water Quality Assessments KW - Florida KW - Department of Transportation Act of 1966, Compliance KW - Federal Transit Laws, Compliance KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36397011?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-08-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TAMPA+RAIL+PROJECT%2C+CITY+OF+TAMPA%2C+COMMUNITY+OF+HILLSBOROUGH%2C+FLORIDA.&rft.title=TAMPA+RAIL+PROJECT%2C+CITY+OF+TAMPA%2C+COMMUNITY+OF+HILLSBOROUGH%2C+FLORIDA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration Atlanta, Georgia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 9, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROAD 145 NEW ROAD CONSTRUCTION IN CRAWFORD AND PERRY COUNTIES, INDIANA. AN - 36421230; 8916 AB - PURPOSE: The construction of a roadway connecting Interstate 64 at St. Croix to the State Road (SR) 64/145 intersection just south of the Patoka Reservoir in southern Crawford County, Indiana, is proposed. The project would be located in Dubois, Perry, and Crawford counties. The existing north-south routes in the area (SR 145 and SR 37) do not provide direct access to the reservoir and suffer from serious design deficiencies. The proposed facility would be a two-lane rural arterial roadway, with a 60-mile-per-hour design speed, partial control of access, at grade intersections, and 33- to 400-foot-wide rights-of-way. Six alternatives,including a No Action Alternative, are considered in this final EIS. Action alternatives include new alignment alternatives, an alternative using the existing alignment as well as new alignment, restoration of the existing facility, and restoration of the existing facility combined with improvements to existing SR 37. The project would extend from 9.35 to 32.2 miles. Three to 12 bridges would be constructed. Estimated cost of the project ranges from $43.8 million to $84.0 million, depending on the alternative selected. POSITIVE IMPACTS: The facility would improve local and regional accessibility and traffic service, stimulate local economic development, and increase property values and property tax revenue. NEGATIVE IMPACTS: Rights-of-way requirements, ranging from 110 acres to 259.7 acres would require displacement of one to 16 residences and at least 0.44 acre of wetlands. Barns and sheds could also be displaced. 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 and a supplement to the draft EIS, see 96-0175D, Volume 20, Number 2 and 98-0377D, Volume 22, Number 4 and JF - EPA number: 010293, 227 pages and maps, August 3, 2001 PY - 2001 KW - Roads and Railroads KW - Agency number: FHWA-IN-EIS-96-1-F KW - Archaeological Sites Surveys KW - Bridges KW - Drainage KW - Environmental Justice KW - Floodplains KW - Forests KW - Highways KW - Highway Structures KW - Land Use KW - Noise Assessments KW - Parks KW - Relocations-Property Acquisitions KW - Safety KW - Socioeconomic Assessments KW - Visual Resources KW - Wetlands KW - Indiana KW - Uniform Relocation Assistance and Real Property Acquisition Policies, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36421230?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-08-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROAD+145+NEW+ROAD+CONSTRUCTION+IN+CRAWFORD+AND+PERRY+COUNTIES%2C+INDIANA.&rft.title=STATE+ROAD+145+NEW+ROAD+CONSTRUCTION+IN+CRAWFORD+AND+PERRY+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: August 3, 2001 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - Probabilistic framework for liquefaction potential by shear wave velocity AN - 52007168; 2003-026323 AB - This paper presents a new empirical equation for assessing liquefaction resistance of soils based on shear wave velocity V (sub s) and the results of probabilistic analyses based on this empirical equation. A database consisting of in situ shear wave velocity measurements and field observations of liquefaction/nonliquefaction in historic earthquakes is analyzed. This database is first used to train and test an artificial neural network to predict the occurrence of liquefaction/nonliquefaction based on soil and seismic load parameters. The successfully trained and tested neural network is then used to establish the empirical equation. The concept of clean soil equivalence is introduced and used in the development of the empirical equation. The established empirical equation represents a deterministic method for assessing liquefaction resistance of a soil. Based on this newly developed deterministic method, probabilistic analyses of the cases in the database are conducted using the logistic regression approach and the mapping function approach. The results provide a basis for risk-based evaluation of liquefaction evaluation. JF - Journal of Geotechnical and Geoenvironmental Engineering AU - Juang, C Hsein AU - Chen, Caroline J AU - Jiang, Tao Y1 - 2001/08// PY - 2001 DA - August 2001 SP - 670 EP - 678 PB - American Society of Civil Engineers, New York, NY VL - 127 IS - 8 SN - 1090-0241, 1090-0241 KW - body waves KW - penetration tests KW - cone penetration tests KW - magnitude KW - data bases KW - velocity KW - elastic waves KW - seismic waves KW - liquefaction potential KW - earthquakes KW - S-waves KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/52007168?accountid=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=Probabilistic+framework+for+liquefaction+potential+by+shear+wave+velocity&rft.au=Juang%2C+C+Hsein%3BChen%2C+Caroline+J%3BJiang%2C+Tao&rft.aulast=Juang&rft.aufirst=C&rft.date=2001-08-01&rft.volume=127&rft.issue=8&rft.spage=670&rft.isbn=&rft.btitle=&rft.title=Journal+of+Geotechnical+and+Geoenvironmental+Engineering&rft.issn=10900241&rft_id=info:doi/ L2 - http://scitation.aip.org/gto LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2003-01-01 N1 - Number of references - 28 N1 - PubXState - NY N1 - Document feature - illus. N1 - Last updated - 2012-06-07 N1 - SubjectsTermNotLitGenreText - body waves; cone penetration tests; data bases; earthquakes; elastic waves; liquefaction potential; magnitude; penetration tests; S-waves; seismic waves; velocity ER - TY - RPRT T1 - TRAINING RANGE FOR THE MONTANA AIR NATIONAL GUARD IN BLAINE OR PHILLIPS COUNTY, MONTANA. AN - 36409475; 8914 AB - PURPOSE: The Air National Guard proposes the development of an air-to-ground training range in Blaine or Phillips County, Montana. The new training range would support the 120th Fighter Wing of the Montana National Guard that flies F-16 aircrafts based at Great Falls International Airport. The range would be approximately three miles by five miles in size and used for air-to-ground training with inert (non-explosive) training munitions. The training targets would be located within a one-square-mile area near the center of the range. The remainder of the training range would serve as a safety buffer zone. Components of the proposed action would include airspace modification, increased aircraft activities in the existing airspace, use of inert training munitions, use oflaser targeting systems and mobile truck-mounted electronic emitters, and ground activities,including new infrastructure, targets, roads, and firebreaks. No full-scale explosive munitions would be used. As a result of a systematic siting process and input from the public, a No Action Alternative and three location alternatives are carried forward for detailed consideration in this draft EIS. Alternative 1 would be located in Blaine County. Each action alternative would be equally viable from an operational standpoint. Alternatives 2 and 3 would be located in Phillips County. The preferred alternative is Alternative 1, which has been adjusted with respect to location due to cultural concerns expressed by the Fort Belknap Indian Community. POSITIVE IMPACTS: The proposed action would improve the current air-to-ground training efficiency for the 120th Fighter Wing. Use of the local training range would increase training time as opposed to time spent flying to more distant ranges, thereby enhancing training effectiveness, and reduce the distance traveled to conduct air-to-ground training, thereby resulting in potential cost savings. The location of the training range under the preferred alternative would have positive socioeconomic impacts with respect to the local communities. NEGATIVE IMPACTS: Use of the training area could have impacts on wildlife habitat. Aircraft noise within the airspace would affect local populations of humans and wildlife. Approximately 40 acres of previously disturbed grassland would be affected by construction activities. LEGAL MANDATES: National Environmental Policy Act of 1969 as amended (42 U.S.C. 4321 et seq.). JF - EPA number: 010291, 347 pages, August 1, 2001 PY - 2001 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Air Quality Assessments KW - Biologic Assessments KW - Cultural Resources KW - Environmental Justice KW - Geologic Assessments KW - Indian Reservations KW - Land Use KW - Military Facilities (Air Force) KW - Military Operations (Air Force) KW - Noise KW - Ranges KW - Safety KW - Socioeconomic Assessments KW - Transportation KW - Vegetation KW - Visual Resources KW - Wildlife Habitat KW - Montana KW - National Environmental Policy Act of 1969, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36409475?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-08-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TRAINING+RANGE+FOR+THE+MONTANA+AIR+NATIONAL+GUARD+IN+BLAINE+OR+PHILLIPS+COUNTY%2C+MONTANA.&rft.title=TRAINING+RANGE+FOR+THE+MONTANA+AIR+NATIONAL+GUARD+IN+BLAINE+OR+PHILLIPS+COUNTY%2C+MONTANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Air National Guard, Andrews Air Force Base, Maryland; ANG N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 1, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE 70 CORRIDOR, KANSAS CITY TO ST. LOUIS, MISSOURI. AN - 36407849; 8913 AB - PURPOSE: The improvement of the Interstate 70 (I-70) corridor between Kansas City and St. Louis, Missouri is proposed. The study corridor is approximately 10 miles wide and 199 miles long. I-70 is a major east-west route, accommodating a significant volume of daily truck, commuter, and through traffic. The facility is a multi-lane, divided and fully access-controlled interstate highway. In the Kansas City area, the logical terminus would be the I-470 interchange (Exit 15). The logical eastern termini would be a system connection to the existing or proposed highway system including, possibly, I-64 (currently U.S. 40 and US, 61), Route 370, or I-70 near Lake St. Louis where the existing four- to six-lane transition occurs. Seven alternative strategies, including a No-Build Alternative (Strategy 1) and a transportation system and demand management strategy (Strategy 2), are considered in this tiered draft EIS. Three alternative build strategies are under close consideration. The preferred alternative (Strategy 3) would involve widening of existing I-70 by adding lanes and reconstruction of the existing roadway to enhance safety and performance, including improved access management at interchanges. The facility would be relocated in the vicinity of Columbia and Warrenton/Wright City/Wentzville. In rural areas the facility would be widened to the north or south. Special study areas would be established in Overton Bottoms and Mineola Hill. The right-of-way would be expanded to 400 to 500 feet. The facility would feature six lanes in urban areas and eight to 10 lanes in urban areas. Continuous frontage roads would be provided on both sides. POSITIVE IMPACTS: The project would increase roadway system capacity in accordance with the projected travel demands to improve general operating conditions within the I-70 corridor; reduce the number and severity of traffic-related accidents occurring within the corridor; upgrade the general design of the roadway to improve efficiency; improve the movement of freight along this important commercial roadway; and facilitate movement of motorists to recreational resources along the corridor. NEGATIVE IMPACTS: In rural areas, the expanded highway would likely increase noise levels significantly and relocation options would introduce noise into currently undisturbed areas. Several existing parklands and other public lands, including wildlife refuges and recreation areas, would be affected by rights-of-way acquisition, and businesses and residences would be displaced. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 010290, 597 Draft EIS--pages and maps, Appendices--Map Supplement, August 1, 2001 PY - 2001 KW - Roads and Railroads KW - Agency number: FHWA-MO-EIS-01-02-D KW - Archaeological Sites KW - Highways KW - Highway Structures KW - Noise KW - Noise Standards Violations KW - Parks KW - Preserves KW - Rescreation KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Safety KW - Socioeconomic Assessments KW - Traffic Analyses KW - Urban Development KW - Wetlands KW - Missouri KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36407849?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-08-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+70+CORRIDOR%2C+KANSAS+CITY+TO+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+70+CORRIDOR%2C+KANSAS+CITY+TO+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 - Draft. Preparation date: August 1, 2001 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - Geophysical surveys of a Robeson County, NC Carolina Bay AN - 1020540241; 2012-058024 JF - SSSA-ASA-CSSA Annual Meeting Abstracts AU - Jenkins, Jared R AU - Doolittle, J A AU - White, J G AU - Zanner, W C AU - Vepraskas, M J AU - Paugh, L Y1 - 2001/08// PY - 2001 DA - August 2001 EP - unpaginated PB - American Society of Agronomy and Crop Science Society of America and Soil Science Society of America, [varies] VL - 2001 KW - United States KW - Carolina Bays KW - Robeson County North Carolina KW - geophysical surveys KW - ground-penetrating radar KW - drainage KW - sedimentation KW - radar methods KW - ecosystems KW - vegetation KW - bioaccumulation KW - North Carolina KW - soil surveys KW - surveys KW - ecology KW - depositional environment KW - erodibility KW - Juniper Bay KW - 20:Applied geophysics KW - 22:Environmental geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020540241?accountid=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=SSSA-ASA-CSSA+Annual+Meeting+Abstracts&rft.atitle=Geophysical+surveys+of+a+Robeson+County%2C+NC+Carolina+Bay&rft.au=Jenkins%2C+Jared+R%3BDoolittle%2C+J+A%3BWhite%2C+J+G%3BZanner%2C+W+C%3BVepraskas%2C+M+J%3BPaugh%2C+L&rft.aulast=Jenkins&rft.aufirst=Jared&rft.date=2001-08-01&rft.volume=2001&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=SSSA-ASA-CSSA+Annual+Meeting+Abstracts&rft.issn=&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - 2001 annual meeting of the American Society of Agronomy, Crop Science Society of America, and Soil Science Society of America N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2012-01-01 N1 - Last updated - 2012-06-15 N1 - CODEN - #06963 N1 - SubjectsTermNotLitGenreText - bioaccumulation; Carolina Bays; depositional environment; drainage; ecology; ecosystems; erodibility; geophysical surveys; ground-penetrating radar; Juniper Bay; North Carolina; radar methods; Robeson County North Carolina; sedimentation; soil surveys; surveys; United States; vegetation ER - TY - JOUR T1 - Development of sulfide hazard rating maps in Virginia AN - 1020540175; 2012-057973 JF - SSSA-ASA-CSSA Annual Meeting Abstracts AU - Orndorff, Zenah W AU - Daniels, W L AU - Fitch, M AU - Anonymous Y1 - 2001/08// PY - 2001 DA - August 2001 EP - unpaginated PB - American Society of Agronomy and Crop Science Society of America and Soil Science Society of America, [varies] VL - 2001 KW - United States KW - soils KW - hazardous waste KW - Virginia KW - acid rock drainage KW - pollution KW - mapping KW - excavations KW - preventive measures KW - provenance KW - sedimentary rocks KW - sediments KW - hydrogen peroxide KW - acidification KW - risk assessment KW - water pollution KW - sulfides KW - construction KW - roads KW - Atlantic Coastal Plain KW - 22:Environmental geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020540175?accountid=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=SSSA-ASA-CSSA+Annual+Meeting+Abstracts&rft.atitle=Development+of+sulfide+hazard+rating+maps+in+Virginia&rft.au=Orndorff%2C+Zenah+W%3BDaniels%2C+W+L%3BFitch%2C+M%3BAnonymous&rft.aulast=Orndorff&rft.aufirst=Zenah&rft.date=2001-08-01&rft.volume=2001&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=SSSA-ASA-CSSA+Annual+Meeting+Abstracts&rft.issn=&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - 2001 annual meeting of the American Society of Agronomy, Crop Science Society of America, and Soil Science Society of America N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2012-01-01 N1 - Last updated - 2012-06-15 N1 - CODEN - #06963 N1 - SubjectsTermNotLitGenreText - acid rock drainage; acidification; Atlantic Coastal Plain; construction; excavations; hazardous waste; hydrogen peroxide; mapping; pollution; preventive measures; provenance; risk assessment; roads; sedimentary rocks; sediments; soils; sulfides; United States; Virginia; water pollution ER - TY - JOUR T1 - Stratigraphy below a migrating Carolina Bay AN - 1020539959; 2012-057942 JF - SSSA-ASA-CSSA Annual Meeting Abstracts AU - Ewing, Justin M AU - Vepraskas, M J AU - Zanner, C W AU - Wysocki, D A AU - Wood, M AU - Anonymous Y1 - 2001/08// PY - 2001 DA - August 2001 EP - unpaginated PB - American Society of Agronomy and Crop Science Society of America and Soil Science Society of America, [varies] VL - 2001 KW - United States KW - Carolina Bays KW - Robeson County North Carolina KW - Cretaceous KW - Upper Cretaceous KW - Miocene KW - Mesozoic KW - Cenozoic KW - Black Creek Formation KW - Tertiary KW - Yorktown Formation KW - Neogene KW - North Carolina KW - Pliocene KW - upper Miocene KW - Duplin Formation KW - Atlantic Coastal Plain KW - 12:Stratigraphy UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020539959?accountid=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=SSSA-ASA-CSSA+Annual+Meeting+Abstracts&rft.atitle=Stratigraphy+below+a+migrating+Carolina+Bay&rft.au=Ewing%2C+Justin+M%3BVepraskas%2C+M+J%3BZanner%2C+C+W%3BWysocki%2C+D+A%3BWood%2C+M%3BAnonymous&rft.aulast=Ewing&rft.aufirst=Justin&rft.date=2001-08-01&rft.volume=2001&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=SSSA-ASA-CSSA+Annual+Meeting+Abstracts&rft.issn=&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - 2001 annual meeting of the American Society of Agronomy, Crop Science Society of America, and Soil Science Society of America N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2012-01-01 N1 - Last updated - 2012-06-15 N1 - CODEN - #06963 N1 - SubjectsTermNotLitGenreText - Atlantic Coastal Plain; Black Creek Formation; Carolina Bays; Cenozoic; Cretaceous; Duplin Formation; Mesozoic; Miocene; Neogene; North Carolina; Pliocene; Robeson County North Carolina; Tertiary; United States; Upper Cretaceous; upper Miocene; Yorktown Formation ER - TY - RPRT T1 - EAST HARRISON COUNTY CONNECTOR, HARRISON COUNTY, MISSISSIPPI AN - 36409767; 8911 AB - PURPOSE: The construction of a four-mile north-south, controlled-access highway from Interstate 10 (I-10) to U.S. 90 in Harrison County, Mississippi is proposed. The project would consist of a multi-lane,limited-access facility within a minimum right-of-way of 162 to 204 feet, with additional right-of-way as necessary. Traffic along the Mississippi Gulf Coast has increased dramatically over the past few years. Growth in the area, particularly growth related to the gaming and resort industry, requires that additional traffic capacity be provided in eastern Harrison County. A No-Build Alternative, a POSITIVE IMPACTS: The new facility would improve north-south regional mobility between the major commercial areas of Biloxi and the residential areas to the north, provide increased access for the heavy influx of tourists into the area,lessen traffic congestion on the existing local highway network, and provide an additional evacuation route in the event of a hurricane. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 140 to 199 residents, up to three churches,and 16 to 28 businesses employing 184 to 265 workers. Minority residential displacements would range from 40 to 60 units. Traffic-generated noise levels would exceed federal standards in the vicinity of 26 to 85 sensitive receptors; abatement measures, such as noise barriers and bridge railings, would be considered. The facility would traverse the floodplains of the Back Bay of Biloxi and the Tchoutacabouffa River, though floodplain areas would continue to function at current levels. The project would displace 46.2 to 97 acres of wetlands. Bridging of the Back Bay of the Biloxi and the Tchoutacabouffa River would decrease wetland impacts by 28 to 61.6 acres The Biloxi Veterans Affairs Medical Center, a site which has been determined to be eligible for inclusion on the National Register of Historic Places, could be affected. One recreational site, the Harrison Sand Beach, would be affected by one of the build alternatives. Underground storage tanks and other hazardous materials sites would be encountered during construction; from one to five sites would be encountered. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 010288, Draft EIS--167 pages, July 31, 2001 PY - 2001 KW - Roads and Railroads KW - Agency number: FHWA-MS-EIS-01-01-D KW - Air Quality Assessments KW - Bridges KW - Cultural Resources Surveys KW - Floodplains KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Control KW - Noise Standards Violations KW - Noise Assessments KW - Recreation Resources KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Mississippi KW - Department of Transportation Act of 1966, Recreation Resources KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36409767?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-07-31&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EAST+HARRISON+COUNTY+CONNECTOR%2C+HARRISON+COUNTY%2C+MISSISSIPPI&rft.title=EAST+HARRISON+COUNTY+CONNECTOR%2C+HARRISON+COUNTY%2C+MISSISSIPPI&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Jackson, Mississippi; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: July 31, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - RIO SABANA PICNIC AREA CONSTRUCTION, RIO SABANA TRAIL RECONSTRUCTION, AND PUERTO RICO HIGHWAY 191 RECONSTRUCTION, KILOMETER 21.3 TO KILOMETER 20.0, CARIBBEAN NATIONAL FOREST, PUERTO RICO. AN - 36421420; 8906 AB - PURPOSE: The construction of a day-use picnic area and the reconstruction of the historic Rio Sabana Trail on the south side of the Caribbean National Forest of Puerto Rico are proposed. There are currently no developed recreation facilities or trails on the south side of the national forest. Residents of communities in the area, particularly residents of Naguabo, have voiced dissatisfaction with this lack of facilities near their homes. The picnic area, which would be located in the vicinity of Rio Sabana Bridge on Puerto Rico Highway 191 (PR 191) at kilometer 20, would consist of 10 shelters, toilets, a potable water source, and a 15-space parking area. The 2.5-mile trail follows the Rio Sabana Valley from PR 191 to the Tradewinds National Recreation Trail. In order to provide vehicular access to the picnic area, the Puerto Rico Department of Transportation and Public Works (PRDOT) would reconstruct the re-open PR 191 from kilometer 21.3 to kilometer 20. The highway is currently closed to public traffic at kilometer 21.3. Reconstruction of this segment of PR 191 would be contingent upon the U.S. Forest Service's decision to proceed with construction of the picnic area. Alternatives considered in this draft EIS include the No Action Alternative, reconstruction of the trail only, and construction of the picnic area, the segment of PR 191, and the first mile of the trail. Design of the picnic area would probably occur in fiscal year 2001, and construction could occur as early as 2001 if adequate construction funds are allocated and if PRDOT determined that, it could commit to the reconstruction of the segment of PR 191. The reconstruction of the Rio Sabana Trail could occur as early as fiscal year 2001. The reconstruction of PR 191 would not begin until after construction of the picnic area was substantially completed. The estimated costs of the construction of the picnic area, the reconstruction of the trail, and the annual maintenance of the picnic area and the trail are $560,000, $75,000, $45,000, and $5,000, respectively. POSITIVE IMPACTS: The project would provide a developed recreation site and trail in a currently underserved area. Adverse environmental effects of concentrated recreational uses at sites lacking sanitary, parking, and waste disposal facilities would be reduced. The historic character of the trail would be restored and protected. NEGATIVE IMPACTS: Project activities would disturb 3.5 acres of land and result in 38 tons of soil erosion. The area exposed to human disturbance following the completion of the project would amount to 1,236 acres. LEGAL MANDATES: National Forest Management Act of 1976 (16 U.S.C. 1600 et seq.). JF - EPA number: 010283, 61 pages, July 27, 2001 PY - 2001 KW - Parks, Refuges and Forests KW - Biologic Assessments KW - Erosion KW - Forests KW - Highways KW - Historic Sites KW - Geologic Assessments KW - Land Use KW - Parking KW - Recreation KW - Recreation Facilities KW - Recreation Resources KW - Recreation Resources Management KW - Roads KW - Socioeconomic Assessments KW - Soils KW - Trails KW - Vegetation KW - Caribbean National Forest KW - Puerto Rico KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36421420?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=RIO+SABANA+PICNIC+AREA+CONSTRUCTION%2C+RIO+SABANA+TRAIL+RECONSTRUCTION%2C+AND+PUERTO+RICO+HIGHWAY+191+RECONSTRUCTION%2C+KILOMETER+21.3+TO+KILOMETER+20.0%2C+CARIBBEAN+NATIONAL+FOREST%2C+PUERTO+RICO.&rft.title=RIO+SABANA+PICNIC+AREA+CONSTRUCTION%2C+RIO+SABANA+TRAIL+RECONSTRUCTION%2C+AND+PUERTO+RICO+HIGHWAY+191+RECONSTRUCTION%2C+KILOMETER+21.3+TO+KILOMETER+20.0%2C+CARIBBEAN+NATIONAL+FOREST%2C+PUERTO+RICO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Agriculture, Forest Service, Palmer, Puerto Rico; DA N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: July 27, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US ROUTE 60 EAST OF WILLOW SPRINGS TO WEST OF VAN BUREN; CARTER, HOWELL, AND SHANNON COUNTIES, MISSOURI. AN - 36418326; 8909 AB - PURPOSE: The improvement of 50 miles of US Route 60 (US 60) east from Howell County Route U (HC U), four miles east of the community of Willow Springs, to a point 1.5 miles west of the community of Van Buren, located in southern Missouri, is proposed. The existing facility consists of two 12-foot lanes with shoulders varying in width from three feet to 10 feet. At-grade intersections are located at all crossings of state numbered or lettered routes, county roads and private drives. This section of The highway would be improved to a four-lane, divided, limited access facility and partly realigned. The facility would consist of a 24-foot pavement in each direction separated by a variable width median. Interchanges would be provided at Business US 60, west of Mountain View, HC Y at Mountain View, Missouri State Route 99 (MO 99) and Shannon County Route FF at Birch Tree, and MO 19 at Winona. An expressway design would be implemented along those segments where existing US 60 was followed and along sections and along sections proposed on new location through the Mark Twain National Forest and through Freemont. A freeway design would be implemented for bypasses around the communities of Mountain View, Birth Tree and Winona. Six discrete segments were identified during the planning project and five build alternatives were developed. Each alternative would incorporate alignment variations. The estimated constructions costs are $213.3 million to $246.2 million, depending on the alternative considered. The estimated benefit-cost ratios are 1.05 to 1.2. The estimated cost of the preferred alternative is $213.3 million to $220 million, and the estimated benefit-cost ratio of the preferred alternative is 1.2. POSITIVE IMPACTS: The addition of capacity to US 60 would improve safety and travel efficiency for traffic traveling through southern Missouri and a portion of the Mark Twain National Forest. An expected three-fold increase in traffic on the route would be accommodated. The heavy commercial truck traffic of US 60 would be supported more appropriately, contributing to the economic development of the region. This section of US 60, a section extending from Van Buren to east of Poplar Bluff and a short segment just west of Springfield are the only two-lane sections of the route across southern Missouri, the remaining sections having already been upgraded. NEGATIVE IMPACTS: The acquisition of 1,154.4 acres of right-of-way under the preferred alternative would result in the displacement of 52 residences, 11 businesses, 450.6 acres of farmland, and 224.3 acres of National Forest System land, as well as the loss of 1.5 acres of wetland, 661.5 acres of woodland, and 44.5 acres of floodplain. A sum of 23 streams would be traversed. One potential significant architectural structure would be adversely affected. Traffic noise would exceed federal standards at 29 locations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 98-0236D, Volume 22, Number 3. JF - EPA number: 010286, 448 pages and maps, July 27, 2001 PY - 2001 KW - Roads and Railroads KW - Agency number: FHWA-MO-EIS-98-02-F KW - Cost Assessments KW - Creeks KW - Cultural Resources KW - Farmlands KW - Floodplains KW - Forests KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise KW - Noise Assessments KW - Noise Standards KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Water Quality KW - Water Quality Assessments KW - Wetlands KW - Missouri KW - Department of Transportation Act of 1966, as amended, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, as amended, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36418326?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+ROUTE+60+EAST+OF+WILLOW+SPRINGS+TO+WEST+OF+VAN+BUREN%3B+CARTER%2C+HOWELL%2C+AND+SHANNON+COUNTIES%2C+MISSOURI.&rft.title=US+ROUTE+60+EAST+OF+WILLOW+SPRINGS+TO+WEST+OF+VAN+BUREN%3B+CARTER%2C+HOWELL%2C+AND+SHANNON+COUNTIES%2C+MISSOURI.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Jefferson City, Missouri; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: July 27, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US ROUTE 1 FROM SANDHILL ROAD (NORTH CAROLINA STATE ROUTE 1971) TO NORTH OF FOX ROAD (NORTH CAROLINA STATE ROUTE 1606), RICHMOND COUNTY, NORTH CAROLINA (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF JUNE 1999). AN - 36411362; 8905 AB - PURPOSE: The construction of a US Route 1 (US 1) bypass around the city of Rockingham, located in southern North Carolina, is proposed. The segment of US 1 under consideration extends 15.5 miles from south of Rockingham to north of Fox Road, also known as North Carolina State Route 1606 (NC 1606), north of Rockingham. The existing two-lane rural highway fails to meet the transportation needs of the city and the county. The draft EIS of June 1999 addressed a No Build Alternative, transportation system management alternative, mass transit alternative, and four corridor alternatives as build alternatives. The bypass was to consist of 13 miles on new location and 2.5 miles of improvements on the existing alignment. The new alignment would comprise a four-lane, fully controlled access freeway, while the improved existing section would comprise a four-lane, divided expressway with partial control of access. Alternative Corridor 7 extends north from Osborne Road (NC 1104) and continues northeast to an interchange with the US 74 Bypass. West of the US 1 Bypass, Stokes Road (NC 1992) would be realigned to intersect with Hatcher Road (NC 1991), which would be cul-de-saced on the east side of the US 1 Bypass. East of the US 74 Bypass interchange, the alignment would continue northeast to an interchange with NC 1966, curve north to an interchange with existing US 74, and continue north to an at-grade intersection with Wire Grass Road (NC 1640) and Washington Street Extension (NC 1643) approximately 3,300 feet south of existing US 1. From the intersection with existing US 1 northward, the remaining portion of this alternative would consist of widening existing US 1 to a four-lane divided rural facility to its northern terminus north of Fox Road (NC 1606). The other three alignments would constitute minor alterations of the Alternative Corridor 7 alignment. This draft supplement to the 1999 draft EIS addresses changes in the project scope involving a 3.7-mile extension of the northern limit of the project from just north of Fox Road to Marston Road (SR 1001). The estimated costs of the project, as indicated in the draft EIS, ranged from $153.75 million to 164.25 million, depending on the alignment alternative considered. The estimated cost of the extension is approximately $13.0 million. POSITIVE IMPACTS: The bypass would improve travel conditions in Richmond County by reducing overall travel time and alleviating traffic congestion in downtown Rockingham by diverting both through traffic and truck traffic from local streets. The multilane roadway would provide a safer, more efficient facility for local and through traffic. NEGATIVE IMPACTS: The project as described in the draft EIS would require rights-of-way totaling 809 to 860 acres, resulting in the displacement of up to 67 to 115 residences, including three to 10 minority residences, six to 17 businesses, and one farm. Land to be displaced would include seven to 22 acres of farmland, 560 to 64 acres of undisturbed land, and 91 to 181 acres of developed land. The project would traverse 10 or 15 streams, adversely affecting 3,459 to 6,872 linear feet of stream. Three or seven acres of open water, 55.5 to 61.8 acres of wetlands, and 18.5 to 24.8 acres of floodplain would be adversely affected. The extension described in this draft supplement would require the displacement of an additional two residential and one non-profit organization, 8.13 acres of undisturbed land, 13.7 acres of developed land, and 0.68 acre of farmland. It would also result in the loss of 0.2 acre of 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 99-0388D, Volume 23, Number 4. JF - EPA number: 010282, 168 pages and maps, July 27, 2001 PY - 2001 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-99-02-DS KW - Cost Assessments KW - Farmlands KW - Floodplains KW - Highways KW - Highway Structures KW - Minorities KW - Rivers KW - Roads KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Streams KW - Traffic KW - Traffic Analyses 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/36411362?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+ROUTE+1+FROM+SANDHILL+ROAD+%28NORTH+CAROLINA+STATE+ROUTE+1971%29+TO+NORTH+OF+FOX+ROAD+%28NORTH+CAROLINA+STATE+ROUTE+1606%29%2C+RICHMOND+COUNTY%2C+NORTH+CAROLINA+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JUNE+1999%29.&rft.title=US+ROUTE+1+FROM+SANDHILL+ROAD+%28NORTH+CAROLINA+STATE+ROUTE+1971%29+TO+NORTH+OF+FOX+ROAD+%28NORTH+CAROLINA+STATE+ROUTE+1606%29%2C+RICHMOND+COUNTY%2C+NORTH+CAROLINA+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JUNE+1999%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 - Draft. Preparation date: July 27, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, OAKLAND, ALAMEDA COUNTY, CALIFORNIA. AN - 36409730; 8904 AB - PURPOSE: The construction and operation of an extension of the Bay Area Rapid Transit (BART) System to provide service to the Oakland International Airport in the Oakland/San Francisco Metropolitan Area, located in northern California, is proposed. Due to the foreseeable growth in airport use, local and regional roadway congestion and delay, the demand for transit alternatives is expected to rise, particularly for a reliable system that air passengers can depend on to meet their scheduled flights. Major issues identified during scoping include transportation, land use, socioeconomics, visual quality, cultural resources and section 106 compliance, community services, utilities, geology, hydrology, biology, noise and vibration, air quality, energy, hazardous materials, environmental justice, construction impacts and section 4 (f) analysis. Three alternatives, including the No Action Alternative, are considered in this draft EIS. The transit connector would extend 3.2 miles south from the existing Coliseum BART Station to an airport terminal. The No Action Alternative would involve the expansion of the existing AirBART bus service. The Quality Bus Alternative would involve a more elaborate expansion of the BART bus service as well as two new terminal stations. The Automated Guideway Transit (AGT) Alternative, which includes four subalternatives, would provide for the transit connector, which would involve a one- or two-vehicle, train that could be automated and driverless. A peak operating fleet of eight new AGT vehicles, the total fleet being 11 vehicles, would allow for the 3.1-minute peak period headways required to carry the projected passenger demand in 2020. AGT stations would be constructed at the airport and the Coliseum BART Station. Two intermediate AGT stops could be accommodated as a design option at sites along the Hegenberger Road alignment. A maintenance facility would be located at the end of the guideway in the Coliseum BART Station parking lot. Three or four power stations would be required, depending on the selected AGT technology; these would be located at each end of the guideway and a one or two intermediate points along the alignment. The estimated initial capital costs of the No Action Alternative, the Quality Bus Alternative, and the AGT Alternative are $400,000, $30.2 million, and $203.9 million, respectively, in 2005 dollars. The respective annual operation and maintenance costs for the alternatives are $2.0 million, $2.4 million, and $7.3 million. POSITIVE IMPACTS: The extension of the BART system would provide improved access to the airport via a direct, convenient rapid transit connection. The other two alternatives would improve access to the airport to a lesser extent. NEGATIVE IMPACTS: The AGT Alternative would alter traffic patterns and displace parking spaces in some areas, adversely affecting access to businesses. It would also displace property, alter visual landscape aesthetics, and alter stormwater drainage patterns, and displace wetlands and habitat for nesting birds. Noise and vibration impacts could be significant in some areas along the rail line. Energy demand would increase significantly. Archaeological resource sites would be adversely affected, and utility lines would require relocation. The other alternatives would have similar effects for most categories of impacts, but to a lesser extent. LEGAL MANDATES: Federal Transit Act (49 U.S.C. 1602(d)(i) and 1610), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), Department of Transportation Act of 1966, as amended (49 U.S.C. 303), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 010281, Volume I--507 pages and maps, Volume II--207 pages, July 26, 2001 PY - 2001 KW - Roads and Railroads KW - Air Quality KW - Air Quality Assessments KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Biologic Assessments KW - Birds KW - Drainage KW - Electric Power KW - Health Hazard Analyses KW - Historic Sites KW - Historic Sites Surveys KW - Noise Standards KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Visual Resources KW - Wetlands KW - Wildlife KW - Wildlife Habitat KW - California KW - Federal Transit Act, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, as amended, Archaeological Sites KW - Department of Transportation Act of 1966, as amended, 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/36409730?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-07-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+OAKLAND%2C+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.title=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+OAKLAND%2C+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: July 26, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - IOWA STATE HIGHWAY 100 EXTENSION AROUND CEDAR RAPIDS, LINN COUNTY, IOWA (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF OCTOBER 1980). AN - 36415591; 8903 AB - PURPOSE: The construction of a 6.3-mile extension of Iowa State Highway 100 (IA 100) on a new alignment from its terminus at Edgwood Road to US Highway 30 southwest of the city of Cedar Rapids, located in Linn county, eastern Iowa, is proposed. The highway is a major north-south and east-west arterial, linking western Cedar Rapids to Interstate Highway 380 (I-380). Travel demand within the study area has grown from 1.85 million miles in 1980 to 3.27 million miles in 1994, and growth is expected to continue at roughly two percent per year through 2030. Three action alternatives are considered in this supplement to the final EIS of 1980. The preferred alternative (Alternative 1) would provide a four-lane, divided, fully controlled access facility. Beginning at US 30, IA 100 would be a four-lane divided rural facility west of and parallel to 80th Street to near Ellis Road. North of Ellis Road, the extension would follow an abandoned railroad right-of-way to the project terminus at Edgwood Road. IA 100 would transition from a four-lane divided rural highway to an urban, four-lane, divided highway on the west side of the Cedar River. Interchanges could be provided at US 30, E Avenue, IA 94, and Edgewood Road, and a bicycle/pedestrian path, extending from Morgan Creek Park to the AEGON corporate offices on Edgewood Road, could be included in the project design. The estimated construction costs for the project are $63.0 million. POSITIVE IMPACTS: The extended highway would accommodate planned growth and the associated travel demand increases on the west side of Cedar Rapids, provide an efficient connection between the west side of the city to I-380 and the city's northeast side, and reduce congestion and associated problems on the road network in the general project area. An alternate route would be provided from through traffic in the event of major traffic congestion on I-380 in the central part of Cedar Rapids or on Edgewood Road. NEGATIVE IMPACTS: The rights-of-way requirements would result in the displacement of 405 to 435 acres of land, including 35 to 36 acres of wetlands, 23 acres of upland forest and prairie, 249 to 263 acres of farmland, 36.4 acres of floodplain, and 22.5 to 32.1 acres of other lands. A total of 27 farms would be adversely affected, and 18 housing units and up to one business would be displaced. The alignment would traverse four watercourses. Four sensitive receptors would be exposed to traffic noise in excess of federal standards. Habitat for the federally protected bald eagle and the state listed byssus skipper butterfly could be adversely affected. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 010280, 311 pages and maps, July 25, 2001 PY - 2001 KW - Roads and Railroads KW - Agency number: FHWA-IOWA-EIS-78-04-DS KW - Air Quality KW - Air Quality Assessments KW - Birds KW - Endangered Species (Animals) KW - Floodplains KW - Forests KW - Insects KW - Highways KW - Highway Structures KW - Hydrologic Assessments KW - Noise KW - Noise Standards KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Wetlands KW - Iowa KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36415591?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-07-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=IOWA+STATE+HIGHWAY+100+EXTENSION+AROUND+CEDAR+RAPIDS%2C+LINN+COUNTY%2C+IOWA+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+1980%29.&rft.title=IOWA+STATE+HIGHWAY+100+EXTENSION+AROUND+CEDAR+RAPIDS%2C+LINN+COUNTY%2C+IOWA+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+1980%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: July 25, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US ROUTE 58 BETWEEN INTERSTATE HIGHWAY 5 AND CALIFORNIA STATE ROUTE 99, KERN COUNTY, CALIFORNIA. AN - 36409641; 8891 AB - PURPOSE: The acquisition of right-of-way for the future development of an east-west transportation corridor between US Route 99 (US 99) in the city of Bakersfield and Interstate Highway 5 (I-5), located in southern California, is proposed. The corridor would eventually be used for making improvements to California State Route 58 (CA 58), a principal arterial highway between the communities of Santa Margarita and Barstow. The project would include a 16.9-mile, two-lane section of CA 58 from US 99 to I-5. CA 58 lacks continuity in the project area. The route is offset one mile at US 43 (Enos Lane), and more importantly, offset two miles at US 99 in central Bakersfield. The lack of continuity at US 99 contributes to traffic congestion on that freeway. The segment of US 99 through Bakersfield is the third most congested segment of highway in California. Five alternatives, including a No Action Alternative, are considered in this final EIS. The preferred alternative would begin at I-5 1.3 miles north of the existing Stockdale Highway interchange. From there, it would run directly east 2.8 miles on the alignment of Brimhall Road, then shift to the south, running parallel to the Cross Valley Canal east to Nord Road. At this point, the facility would bend northward through an urban area east of Heath Road and then parallel the Cross Valley Canal and Kern River east to about Mohawk Street. The facility would cross the Kern River just west of the existing railroad bridge and run east, terminating at US 99 near the present overcrossing of Truxton Avenue. The facility would be connected directly to the US 59 East freeway by ramps running parallel to US 99. POSITIVE IMPACTS: The highway improvement would improve traffic safety by alleviating congestion along CA 58 and US 99. The reduced levels of traffic congestion would result in lower emissions of pollutants, lower noise levels, and lower levels of fuel consumption. NEGATIVE IMPACTS: The acquisition of rights-of-way for the CA 58 transportation facility would result in the relocation of 84 residences and 110 businesses, and the displacement of 420 acres of prime farmland and the loss of 2.4 acres of wetlands. Land uses incompatible with the highway construction would be prohibited within the project corridor. Although the alignment would cross the 100-year floodplain, no significant encroachment would occur. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (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 97-0459D, Volume 21, Number 6. JF - EPA number: 010268, Volume I--421 pages and maps, Volume II--611 pages, July 19, 2001 PY - 2001 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-97-05-F KW - Air Quality Assessments KW - Biologic Assessments KW - Bridges KW - Cultural Resources Assessments KW - Farmlands KW - Floodplains KW - Land Use KW - Hazardous Wastes KW - Highway Structures KW - Highways KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Socioeconomic Assessments KW - Traffic Analyses KW - Vegetation KW - Water Quality KW - Wetlands KW - California KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36409641?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-07-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+ROUTE+58+BETWEEN+INTERSTATE+HIGHWAY+5+AND+CALIFORNIA+STATE+ROUTE+99%2C+KERN+COUNTY%2C+CALIFORNIA.&rft.title=US+ROUTE+58+BETWEEN+INTERSTATE+HIGHWAY+5+AND+CALIFORNIA+STATE+ROUTE+99%2C+KERN+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sacramento, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: July 19, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DEPARTMENT OF TRANSPORTATION HEADQUARTERS, WASHINGTON, DISTRICT OF COLUMBIA. AN - 36408093; 8890 AB - PURPOSE: The leasing of 1.3 to 1.35 million rentable square feet of consolidated and upgraded space for use as the headquarters of the Department of Transportation (DOT), located in the northwest and southwest quadrants of the city of Washington in the District of Columbia, is proposed. The DOT's headquarters operations are currently housed primarily in two leased locations, namely, the Nassif Building at 400 Seventh Street Southwest and the Transpoint Building at 2100 Second Street Southwest. In addition, the DOT occupies smaller blocks of leased space (less than 50,000 usable square feet) in other buildings in the city and utilizes Federal Office Building 10A as the headquarters for the Federal Aviation Administration (FAA). The lease for the Nassif building expired March 31, 2000. The lease at the Transpoint building is set to expire in May 2003. DOT seeks, through competitive acquisition of a long-term lease, to update its facilities, maximize efficiency, reorganize, and consolidate its operations currently housed in multiple and disparate locations. The action would not result in the relocation of the FAA, which operates in federally owned space. In November 1999, the General Services Administration issued a competitive solicitation for offers setting forth, among other things, the DOT's requirements for consolidated headquarters and the evaluation factors pursuant to which a selection decision would be made. The solicitation specified the desire for a 15-year lease. The new or renovated DOT headquarters is expected to house approximately 7,500 DOT employees and contractors. For the purposes of analysis, a conservative estimate of 7,900 office workers was used to analyze the impacts of leasing. The usual area required would include 833,000 square feet of general office space, 145,000 square feet of joint use space, and 121,900 square feet of special space. The space would be contiguous in no more than four buildings, and not single building would include less than 250,000 rentable square feet. A successful lease offer or would incorporate at least the number of parking spaces required under District zoning rules and ensure ease of access to public transportation facilities. Four alternative sites, located in the central employment area of the District, and a No Action Alternative are considered in this final EIS. The sites are situated at 801 New Jersey Avenue Northwest, 400 7th Street Southwest, 1200 Maryland Avenue Southwest, and the Southeast Federal Center site located at M Street and New Jersey Avenue Southwest, between M and Tingey streets near the Anacostia River waterfront. Two options are considered with respect to the Southeast Federal Center site. The preferred site is the Southeast Federal Center (Option A). The development would consist of two buildings separated by an open-air plaza/boulevard, representing a continuation of the Third Street corridor. The buildings would provide 1.46 million gross square feet of space above grade. The western quadrant of Building A would rise 11 stories, while the remaining portions of Building A as well as Building B would rise seven stories. Parking for approximately 936 vehicles would be provided via underground garages. POSITIVE IMPACTS: By consolidating and upgrading DOT operations, the leasing arrangements would improve the efficiency of the department's activities and the quality of the working environment. NEGATIVE IMPACTS: The use of the leased facilities would increase traffic on surrounding streets and, in some cases, place extreme pressure on available parking. Certain sites could overlie archaeological resources and historically significant structures could be adversely affected, particularly due to visual encroachment. The water consumption would amount to approximately 118,500 gallons per day, and sewage outflow from the facility would amount to approximately 197,500 gallons per day. The facility would generate approximately 13,000 pounds of solid waste per day. LEGAL MANDATES: National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 00-0318D, Volume 24, Number 3. JF - EPA number: 010267, 629 pages, July 19, 2001 PY - 2001 KW - Urban and Social Programs KW - Disposal KW - Archaeological Sites KW - Buildings KW - Central Business Districts KW - Historic Sites KW - Historic Sites Surveys KW - Leasing KW - Parking KW - Traffic Analyses KW - Transportation KW - Urban Structures KW - Urban Development KW - Visual Resources KW - Wastes KW - Water Resources KW - District of Columbia KW - National Historic Preservation Act of 1966, as amended, Archaeological Sites KW - National Historic Preservation Act of 1966, as amended, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36408093?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-07-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+TRANSPORTATION+HEADQUARTERS%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+TRANSPORTATION+HEADQUARTERS%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - General Services Administration, Washington, District of Columbia; GSA N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: July 19, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US HIGHWAY 67 (FAP 310) BETWEEN JACKSONVILLE AND MACOMB; CASS, MCDONNOUGH, MORGAN, AND SCHUYLER COUNTIES, ILLINOIS. AN - 36415277; 8885 AB - PURPOSE: The construction of a four-lane, partially-access-controlled, divided expressway within the US Highway 67 (US 67) corridor from the Jacksonville Bypass on the south to US 136 on the north, located in Morgan, Cass, Schuyler and McDonough counties situated in west central Illinois, is proposed. The project would extend 58.3 to 62.6 miles and provide a modern highway connecting the cities of Jacksonville and Macomb. US 67 remains a key regional corridor for the north/south movement of people and goods in and through west central Illinois. Studies have provided information that a high type of facility between Alton (Metropolitan St. Louis) and the quad cities would enhance the regional transportation system and bring a greater stability to the regions economic bases. The issues Identified during scoping include agricultural impacts, displacement of residencies, impacts of wetlands and impacts to federal and state threatened and endangered species Three alternatives, including a No-Build Alternative, are considered in this draft EIS. Both build alternatives would include bypasses around Beardstown, Rushville, and Industry. Alternative E would generally follow the existing US 67 alignment from the west bypass of Jacksonville to US 136 west of Macomb. Alternative A would begin at the west bypass and follow existing US 67 alignment to just east of Arenzville-Concord Road, where it would turn north to the Burlington Northern-Santa Fe railroad tracks. The alignment would parallel the tracks through Concord, then follow a northwestern path along the southeast side of Mud Creek, passing through the bluffs area and bypassing Arenzville to the west. The alignment would then continue north until it rejoined the railroad tracks, then in a north-northwesterly direction to connect with the Beardstown Bypass. From the bypass, it would generally follow existing US 67 terminating at US 136 west of Macomb. POSITIVE IMPACTS: The highway would provide improved transportation continuity, upgraded rural access, improved travel efficiency, and enhanced economic stability and development. NEGATIVE IMPACTS: Depending on the build alternative chosen, the project would result in the loss of 30 to 36 wetlands covering a total of 32.1 to 40.2 acres, 214 to 249 acres of mesic forest, 36 to 60 acres of forbland, 26 to 29 acres of riverine habitat, 15 to 20 acres of floodplain forest, up to two acres of sand prairie, and one to four acres of loess hill prairie, 1,722 to 1,873 acres of farmland, 19 to 37 residences and farmsteads, 54 to 74 other structures associated with residences. One commercial facility, and one public facility. Habitat for eight to 13 threatened and endangered species would be adversely affected. A total of 1,927 to 2,028 acres of rights-of-way would be lost. The facility would traverse 18 to 20 bodies of water. 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: 010262, 591 pages and maps, July 16, 2001 PY - 2001 KW - Roads and Railroads KW - Agency number: FHWA-IL-EIS-00-01-D KW - Air Quality Assessments KW - Cultural Resources KW - Cultural Resources Surveys KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Highways KW - Highway Structures KW - Land Use KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 404(b) Statements KW - Water Quality KW - Wetlands KW - Wildlife KW - Wildlife Habitat KW - Illinois 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/36415277?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-07-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+HIGHWAY+67+%28FAP+310%29+BETWEEN+JACKSONVILLE+AND+MACOMB%3B+CASS%2C+MCDONNOUGH%2C+MORGAN%2C+AND+SCHUYLER+COUNTIES%2C+ILLINOIS.&rft.title=US+HIGHWAY+67+%28FAP+310%29+BETWEEN+JACKSONVILLE+AND+MACOMB%3B+CASS%2C+MCDONNOUGH%2C+MORGAN%2C+AND+SCHUYLER+COUNTIES%2C+ILLINOIS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Springfield, Illinois; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: July 16, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MID-COAST CORRIDOR PROJECT, BALBOA EXTENSION AND NOBEL DRIVE COASTER STATION, SAN DIEGO, SAN DIEGO COUNTY, CALIFORNIA. AN - 16353269; 8874 AB - PURPOSE: The extension of the light rail transit (LRT) system in Mid-Coast Corridor, located in the city of San Diego in southwestern California, is proposed. The project would extend the San Diego Trolley LRT service on a line from the Old Town Transit Center to the north, paralleling Interstate Highway 5 (I-5), to the University City Community. The I-5/Mid-Coast Corridor is a key north-south transportation link in the metropolitan San Diego region. North San Diego County, the travelshed area for the Corridor, has grown rapidly along both the coastal strip (along I-5) and the inland corridor (along I-805). Freeway and arterial congestion already exist in the Corridor during peak hours of each weekday. In some areas, congestion in the reverse commute direction occurs. On weekends and during summer months, I-5 and several east-west arterials experience congestion. Three alternatives, including a No-Build Alternative, are considered in this draft EIS. The Mid-Coast LRT Project, Balboa Extension, and Nobel Drive Coaster Station Alternative) would include the extension of the LRT along the San Diego Northern Railway from a point just south of the San Diego River to Balboa Avenue (California State Route 274), a distance of 3.5 miles. Under the LRT alternatives, stations would be constructed at Tecolote Road, Clairemont Drive, and Balboa Avenue. The LRT project would also provide a station on the existing commuter rail (Coaster) line at a location south of Nobel Drive and east of Towne Center Drive. Although expanded parking at the Sorrento Valley Coaster Station would also be part of the first implementation phase of the project; this component of the project will be addressed under a separate environmental document. The project would include the realignment, relocation, and replacement of San Diego Northern Railway spur tracks, the construction of a loading dock and awning on the east side of the Union Tribune Building, the provision of a series of five modular traction power substations at four locations along the rights-of-way to feed electricity from the San Diego Gas and Electric power system to the LRT overhead catenary system, the construction of a 902-foot-long reinforced concrete box girder bridge across both the San Diego River and Friars Road, the construction of a 66-foot-long concrete box girder spanning Tecolote Creek, and the construction of a 121-foot-long concrete box birder bridge over Balboa Avenue. Localized street and pedestrian access improvements would be provided in the vicinity of the LRT stations. Bus service would be integrated into the extended LRT system. The provision of noise attenuation structures would be considered in the appropriate locations. The estimated costs of the TSM and LRT alternatives are $10.4 million and $125.8 million, respectively. POSITIVE IMPACTS: The project would open mass transit opportunities in the rapidly growing I-5 corridor, reducing traffic congestion in the area and the associated noise and air pollutant emissions. Access to Center City San Diego and major corridor activity areas would improve significantly. Regional connectivity would be enhanced, and growing parking demands would be mitigated. Local economic and land development goals would be supported. The project would result in the creation of 1,009 direct and indirect jobs. NEGATIVE IMPACTS: The project would result in the displacement of 2.06 acres of public open space, the loss of 0.75 acre of wetlands, and the displacement of 4.7 acres of industrial and commercial land, including one business, and the acquisition of approximately 10.95 acres of city, state, and private property. Approximately 3.74 acres of special status species habitat would be lost. The system would be located in a seismically active area. Project facilities would lie within the floodplain of the San Diego River. Construction workers could encounter hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 95-0131D, Volume 19, Number 2. JF - EPA number: 010251, Volume I--578 pages, Volume II--181 pages, July 6, 2001 PY - 2001 KW - Roads and Railroads KW - Bridges KW - Earthquakes KW - Employment KW - Floodplains KW - Noise Control KW - Parking KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Wetlands KW - Wildlife Habitat KW - California 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/16353269?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-07-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MID-COAST+CORRIDOR+PROJECT%2C+BALBOA+EXTENSION+AND+NOBEL+DRIVE+COASTER+STATION%2C+SAN+DIEGO%2C+SAN+DIEGO+COUNTY%2C+CALIFORNIA.&rft.title=MID-COAST+CORRIDOR+PROJECT%2C+BALBOA+EXTENSION+AND+NOBEL+DRIVE+COASTER+STATION%2C+SAN+DIEGO%2C+SAN+DIEGO+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: July 6, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTES 78/111, BRAWLEY BYPASS, IMPERIAL COUNTY, CALIFORNIA (II-1MP-78 & 111 KP L11.6/L25.3 & 33.5/39.7). AN - 36438389; 10001 AB - PURPOSE: The construction of a 7.7- to 10.3-mile State Route (SR) 78/111 bypass around the city of Brawley in Imperial County, California is proposed. The four-lane, divided expressway would extend from SR 86, northwest of Brawley, to SR 111, southeast of Brawley. The approximately facility, which extend up to a maximum length of 10.3 miles, would supercede the existing SR 78 and SR 111 segments in Brawley. The project would provide for a new alignment for SR 78 from either a point approximately 0.5 mile south of Braughman Road or Fredricks Road on SR 86 to a point approximately 0.4 mile east of the existing east junction with SR 111. The project would also involve realignment of SR 111 from existing SR 111, north of the Brawley, to a point 0.3 mile south north of Mead Road on existing SR 111, south of Brawley. Three alignment alternatives and a No Action Alternative are considered in this final EIS. The Fredricks Alternative, which is the preferred alternative, would begin at the intersection of SR 86 and Fredricks Road, continue eastward following the course of Fredricks Road, cross the New River south of the Del Rio Country Club golf course, and proceed south connecting with SR 111 south of SR 78. Access from the Shank Road would be provided either by an at-grade intersection or an interchange. The Del Rio Alternative would begin at the intersection of SR 86, approximately 0.5 mile north of and parallel to Andre Road, and continue eastward, cross the New River between the Del Rio County Club golf course and the sewage treatment plant, and proceed southward to connect with SR 111 south of SR 78. The Del Rio North Alternative would cross the New River just north of the sewage treatment plant and continue south to connect with SR 111 south of SR 78. Estimated cost of the Fredricks alternatives ranges from $59.4 million to $67.0 million. Estimated cost of the Del Rio alternatives range from $54.5 million to $59.4 million. POSITIVE IMPACTS: Accidents, traffic congestion, and time delays on SR 78 and SR 111 within Brawley would decline significantly and anticipated increases in regional and international traffic due to the North American Free Trade Agreement would be accommodated. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements would result in the displacement of 140 to 162 acres of prime farmland and 224 to 319 acres of farmland of statewide importance, 2.05 to 8.6 acres of wetlands, and up to one residence and six commercial establishments. Six to nine irrigation canals, one to two laterals, and six to 11 drains would be traversed, as would 1.38 to 2.77 acres of agricultural drain habitat. Habitat for burrowing owls, mountain plover, Yuma clapper rail, and southwester willow flycatcher, all of which are federally protected species would be displaced. Noise levels would exceed standards at a maximum of three sensitive receptors sites due to traffic-generated noise. Sites contaminated with gasoline and diesel fuel would be encountered during construction. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 01-0438D, Volume 25, Number 4. JF - EPA number: 030122, 367 pages and maps, July 2, 2001 PY - 2001 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-01-02-D KW - Birds KW - Endangered Species (Animals) KW - Farmlands KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Impact Monitoring Plans KW - Irrigation KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Section 404(b) Statements KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - California KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36438389?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-07-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTES+78%2F111%2C+BRAWLEY+BYPASS%2C+IMPERIAL+COUNTY%2C+CALIFORNIA+%28II-1MP-78+%26+111+KP+L11.6%2FL25.3+%26+33.5%2F39.7%29.&rft.title=STATE+ROUTES+78%2F111%2C+BRAWLEY+BYPASS%2C+IMPERIAL+COUNTY%2C+CALIFORNIA+%28II-1MP-78+%26+111+KP+L11.6%2FL25.3+%26+33.5%2F39.7%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sacramento, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: July 2, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ILLINOIS STATE ROUTE 3 RELOCATION, MADISON AND SAINT CLAIR COUNTIES, ILLINOIS. AN - 36418240; 8866 AB - PURPOSE: The improvement of 5.5 miles of Illinois State Route 3 from the Village of Sauget to the city of Venice, located in southwestern Illinois, is proposed. The section under consideration connects the communities of Sauget, East Saint Louis, former National City, Brooklyn, and Venice. The roadway is characterized by structural deficiencies, capacity problems, and a high accident rate. Eight alternatives, including a No Action Alternative, were considered in the draft EIS. The preferred alternative (Line D) would involve replacing the existing two-lane facility with a four-lane urban major arterial highway beginning at Monsanto and Mississippi avenues in Sauget and ending near the approach to the McKinley Bridge in Venice. The estimated cost of the preferred alternative is $98.6 million. A transportation system management alternative and a mass transit alternative were also under consideration. This abbreviated final EIS provides a description of the preferred alternative, errata and additions to the draft EIS, and comments on the draft EIS, along with the appropriate appendices. POSITIVE IMPACTS: The improved facility would provide system continuity, access to lands along the Mississippi River in East Saint Louis, and connections to three existing bridges and the proposed New Mississippi River Bridge. The expressway would also improve traffic circulation between communities, improve safety, and decrease travel time within the study corridor and between the project area and Saint Louis. The facility would support economic development within and outside the corridor. Rail/truck access would be significantly improved. NEGATIVE IMPACTS: The rights-of-way requirements would result in the displacement of 22 residences, four commercial units, one warehouse, and one place of worship. One neighborhood in Venice would be divided. Five colonies of the federally protected plant decurrent false aster (Boltoina decurrens) would be destroyed, and 21.11 acres of wetlands would be filled. The project would traverse hazardous waste sites. Noise in excess of federal standards would adversely affect 19 single-family units, two parks or proposed parks, three apartment buildings, and one church. 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 01-0187D, Volume 25, Number 2. JF - EPA number: 010243, 268 pages and maps, July 2, 2001 PY - 2001 KW - Roads and Railroads KW - Agency number: FHWA-IL-EIS-98-2-F KW - Bridges KW - Endangered Species (Plants) KW - Highways KW - Noise KW - Noise Standards Violations KW - Parks KW - Relocations-Property Acquisitions KW - Safety Analyses KW - Section 404(b) Statements KW - Water Quality KW - Water Quality Assessments KW - Wetlands KW - Illinois KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36418240?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-07-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ILLINOIS+STATE+ROUTE+3+RELOCATION%2C+MADISON+AND+SAINT+CLAIR+COUNTIES%2C+ILLINOIS.&rft.title=ILLINOIS+STATE+ROUTE+3+RELOCATION%2C+MADISON+AND+SAINT+CLAIR+COUNTIES%2C+ILLINOIS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Springfield, Illinois; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: July 2, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SAKONNET RIVER BRIDGE REHABILITATION OR REPLACEMENT, PORTSMOUTH AND TIVERTON, NEWPORT COUNTY, RHODE ISLAND. AN - 36415671; 8864 AB - PURPOSE: The rehabilitation or replacement of the Sakonnet River Bridge, which carries Rhode Island State Route 24 (RI 24) between Portsmouth and Tiverton, located in southeastern Rhode Island, is proposed. Inspections of the bridge have found significant deficiencies in the concrete support piers and abutment walls, the steel substructure, the steel superstructure, and the bridge deck. The deterioration and eventual failure of the steel substructure or the steel superstructure components could result in a compromise of the structural integrity of the bridge and the possible collapse of the structure. Interim repairs began in the year 2000 and will be completed in 2001. Due to the extensive nature of the rehabilitation required to address the structural deficiencies of the bridge, the replacement as well as the rehabilitation of the bridge is under consideration. Five alternatives, including a No-Build Alternative, are considered in this draft EIS. Alternative 2 would involve the full rehabilitation of the existing four-lane bridge. Alternatives 3 through 5 would involve the construction of a replacement bridge at the existing bridge site or to the north or south of the existing bridge. Each of the three bridge replacement alternatives would address the need for improvements to RI 24 to comply with current highway design criteria and would provide bicycle and pedestrian access. The recommended highway cross-section would be 93 feet wide and include two 12-foot-wide lanes in each direction, 10-foot-wide outside shoulders, 1.75-foot-wide barriers outside the shoulders, a two-foot-wide center median with four-foot shoulders on each side, a 10-foot shared-use pathway on the north side, and a 1.5-foot pedestrian railing on the north side. Possible main span bridge structure types would include segmental concrete and cable-stayed suspension structures; in selecting the appropriate design, particular attention would be given to visual aesthetics. The crossing could be developed as a toll structure. The preferred alternative (Alternative 5) would involve the construction of a bridge south of the existing bridge. Evans Avenue would be reconstructed. The estimated cost of the preferred alternative is $108 million; this cost estimate does not include the cost of the possible toll plaza. POSITIVE IMPACTS: The project would provide a safe, efficient means of conveying traffic along RI 24 between Tiverton and Portsmouth, maintaining a critical north/south transportation system link between Massachusetts and Rhode Island. Adequate protection against seismic activity would be provided for a critical connection to Aquidneck Island. Pedestrian and bicycle traffic movements would also be enhanced. The approaches to the bridge would be improved. Ambient air quality would improve somewhat. NEGATIVE IMPACTS: Under the preferred alternative, the rights-of-way requirements would result in eight major, seven minor, and five potential property acquisition impacts. The reconstruction of Evans Avenue would adversely affect the local neighborhood in Tiverton and result in the displacement of a structure potentially eligible for inclusion in the National Register of Historic Places. The project would also adversely affect less than one acre of wetlands. Noise levels generated by traffic would approach exceed federal standards at one location in Portsmouth and two locations in Tiverton. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 010241, Volume I--603 pages and maps, Volume IIa--827 pages, Volume IIb--797 pages and maps, Volume IIc--741 pages and maps, July 2, 2001 PY - 2001 KW - Roads and Railroads KW - Agency number: FHWA-RI-EIS-00-01-D KW - Air Quality KW - Air Quality Assessment KW - Archaeological Sites Surveys KW - Bridges KW - Cost Assessments KW - Earthquakes KW - Fish KW - Fisheries KW - Fisheries Surveys KW - Highways KW - Historic Sites KW - Historic Sites Surveys KW - Hydraulic Assessments KW - Impact Assessment Methodology KW - Noise KW - Noise Standards Violations KW - Section 4(f) Statements KW - Sediment Assessments KW - Traffic Analyses KW - Transportation Surveys KW - Visual Resources KW - Visual Resources Surveys KW - Water Quality KW - Water Quality Assessments KW - Wetlands KW - Rhode Island KW - Department of Transportation Act of 1966, as amended, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, as amended, Historic Sites KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36415671?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-07-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SAKONNET+RIVER+BRIDGE+REHABILITATION+OR+REPLACEMENT%2C+PORTSMOUTH+AND+TIVERTON%2C+NEWPORT+COUNTY%2C+RHODE+ISLAND.&rft.title=SAKONNET+RIVER+BRIDGE+REHABILITATION+OR+REPLACEMENT%2C+PORTSMOUTH+AND+TIVERTON%2C+NEWPORT+COUNTY%2C+RHODE+ISLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Providence, Rhode Island; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: July 2, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK STATE ROUTES 120 AND 22, EXITS 2 AND 3 ON INTERSTATE HIGHWAY 684, OLD POST ROAD, NORTH CASTLE, WESTCHESTER COUNTY, NEW YORK. AN - 36415554; 8867 AB - PURPOSE: The reconstruction of a 3.6-mile section of the New York State Route 120 (NY 120) corridor and associated improvements, located in the town of North Castle in southeastern New York, are proposed. Several significant areas, including the Westchester County Airport, the Kensico Reservoir, and the New York-Connecticut State Line, bound the project area. The NY 120 project area extends from the Lake Street Overpass in Harrison, over Interstate Highway 684 (I-684) to 400 feet north of Whippoorwill Road. The project area also includes Interchanges 2 and 3 on I-684 and portions of NY 22. The two-lane NY 120 facility is currently unable to handle traffic volumes at an acceptable level of service, and the area served by the highway is experiencing accelerated development. The existing network of signalized and unsignalized intersections would be unable to accommodate design year 2020 traffic forecasts. In addition, the NY 120 bridge crossing Bear Gutter Creek has numerous deficiencies in the abutments, wingwalls, and approaches, which will require a total replacement of the bridge. This final EIS presents findings with respect to the NY 120 mainline and Interchanges 2 and 3. Under the preferred alternative, the entrance and exit ramps of the interchanges would be improved and the NY 120 mainline along the study section between the Lake Street Overpass in Harrison to a point 400 feet north of Whippoorwill Road in North Castle would be reconstructed. On mainline NY 120 in the vicinity of Interchange 2, the preferred alternative would incorporate the modern roundabout at the Westchester County Road 135 (CR 135)/NY 120 intersection. A signalized intersection would be developed with the relocated northbound I-684 exit/southbound I-684 entrance ramps and NY 120. South of the new intersection, NY 120 would be reduced from four to two lanes. A series of stormwater management facilities would be constructed in this area. NY 120 would be realigned and reconstructed in this segment. On mainline NY 120 in the vicinity of Cooney Hill Road; the NY 120 intersections with Cooney Hill Road would be improved. On the mainline NY 120/NY 22 overlap section, the roadway would be reduced to lane widths comprised of 11.0-foot inside lanes and 13.5-foot outside lanes with no shoulders. Old Post Road would not be realigned and resurfacing would be performed where no widening or realignment was required. The intersection of Whippoorwill Road with NY 120 would be realigned. At Interchange 2 of I-684, improvements would include a modern roundabout at the intersection of CR 135 and NY 120. At Interchange 3, improvements would include modifications to the northbound I-684 exit and entrance ramp connections with NY 22. The estimated costs of construction and rights-of-way acquisition for the preferred alternative are $40 million and $370,000, respectively. POSITIVE IMPACTS: The project would improve traffic safety, reduce congestion, and remove design deficiencies along the project corridor. The rehabilitation activities would extend the service life of the highway. A structurally deficient bridge would be replaced. NEGATIVE IMPACTS: The project would result in the loss of up to 2.9 acres of wetlands and the potential pollution of the Kensico Reservoir with heavy metals and phosphorous. Noise levels would continue to violate federal standards for certain residences in the vicinity of Interchange 2. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft supplement, see 99-0387D, Volume 23, Number 4. For the abstract of the draft EIS, see 97-0351D, Volume 21, Number 5. JF - EPA number: 010244, Volume I--261 pages, Appendix C Volume I--245 pages, Appendix F Volume I--112 pages (oversize), Volume VI--61 pages and maps, July 2, 2001 PY - 2001 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-97-01-F KW - Air Quality KW - Air Quality Assessments KW - Bridges KW - Creeks KW - Hazardous Wastes KW - Health Hazard Analyses KW - Highway Structures KW - Highways KW - Reservoirs KW - Roads KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Visual Resources Surveys KW - Wastewater KW - Water Quality KW - Water Quality Assessments KW - Wetlands KW - Connecticut 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/36415554?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-07-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK+STATE+ROUTES+120+AND+22%2C+EXITS+2+AND+3+ON+INTERSTATE+HIGHWAY+684%2C+OLD+POST+ROAD%2C+NORTH+CASTLE%2C+WESTCHESTER+COUNTY%2C+NEW+YORK.&rft.title=NEW+YORK+STATE+ROUTES+120+AND+22%2C+EXITS+2+AND+3+ON+INTERSTATE+HIGHWAY+684%2C+OLD+POST+ROAD%2C+NORTH+CASTLE%2C+WESTCHESTER+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 - Final. Preparation date: July 2, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CALIFORNIA STATE ROUTES 78/111 BRAWLEY BYPASS, IMPERIAL COUNTY, CALIFORNIA. AN - 36411880; 8865 AB - PURPOSE: The construction of California State Route 78/111 (CA 78/111) bypass around the city of Brawley, located in southeastern California, is proposed. The steady increase of traffic on CA 78, CA 86, and CA 111, particularly within the Brawley, has resulted in increased congestion, noise, and safety concerns. The city of Brawley, the County of Imperial, and the Brawley Chamber of Commerce have all expressed an urgent desire to alleviate traffic congestion with Brawley's downtown area. The four-lane, divided expressway would extend from CA 86, northwest of Brawley, to CA 111, southeast of Brawley. The approximately 7.7- to 10.3-mile facility would supercede the existing CA 78 and CA 111 segments in Brawley. The project would provide for a new alignment for CA 78 from either a point approximately 0.5 mile south of Braughman Road or Fredricks Road on CA 86 to a point approximately 0.4 mile east of the existing east junction with CA 111. The project would also involve the realignment of CA 111 from existing CA 111, north of the Brawley, to a point 0.3 mile south north of Mead Road on existing CA 111, south of Brawley. Four alternatives, including a No Action Alternative, are considered in this draft EIS. The Fredricks Alternative would begin at the intersection of CA 86 and Fredricks Road, continue eastward following the course of Fredricks Road, cross the New River south of the Del Rio Country Club golf course, and proceed south connecting with CA 111 south of CA 78. Access from the Shank Road would be provided either by an at-grade intersection or an interchange. The Del Rio Alternative would begin at the intersection of CA 86, approximately 0.5 mile north of and parallel to Andre Road, and continue eastward, cross the New River between the Del Rio County Club golf course and the sewage treatment plant, and proceed southward to connect with CA 111 south of CA 78. The Del Rio North Alternative would cross the New River just north of the sewage treatment plant and continue south to connect with SR 111 south of CA 78. The estimated cost of the Fredricks alternatives is $59.4 million to $67.0 million. The estimated cost of the Del Rio alternatives is $54.5 million to $59.4 million. POSITIVE IMPACTS: The construction of the Brawley Bypass would significantly reduce accidents, traffic congestion, and time delays on CA 78 and CA 111 within Brawley. It would also accommodate anticipated increases in regional and international traffic. NEGATIVE IMPACTS: The rights-of-way requirements would result in the displacement of 140 to 162 acres of prime farmland and 224 to 319 acres of farmland of statewide importance, and up to one residence and six commercial establishments, as well as the loss of 2.05 to 8.6 acres of wetlands. Six to nine irrigation canals, one to two laterals, and six to 11 drains would be traversed, as would 1.38 to 2.77 acres of agricultural drain habitat. The project would also result in the loss of habitat for burrowing owls, mountain plover, Yuma clapper rail, and southwester willow flycatcher, all of which are federally protected species. Noise levels would exceed standards at a maximum of three sensitive receptors sites due to traffic-generated noise. Sites contaminated with gasoline and diesel fuel would be encountered during the construction. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 010242, 367 pages and maps, July 2, 2001 PY - 2001 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-01-02-D KW - Birds KW - Endangered Species (Animals) KW - Farmlands KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Impact Monitoring Plans KW - Irrigation KW - Noise KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Section 404(b) Statements KW - Vegetation Surveys KW - Wetlands KW - Wildlife KW - Wildlife Habitat KW - Wildlife Surveys KW - California KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36411880?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-07-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CALIFORNIA+STATE+ROUTES+78%2F111+BRAWLEY+BYPASS%2C+IMPERIAL+COUNTY%2C+CALIFORNIA.&rft.title=CALIFORNIA+STATE+ROUTES+78%2F111+BRAWLEY+BYPASS%2C+IMPERIAL+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sacramento, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: July 2, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTES 78/111, BRAWLEY BYPASS, IMPERIAL COUNTY, CALIFORNIA (II-1MP-78 & 111 KP L11.6/L25.3 & 33.5/39.7). [Part 1 of 1] T2 - STATE ROUTES 78/111, BRAWLEY BYPASS, IMPERIAL COUNTY, CALIFORNIA (II-1MP-78 & 111 KP L11.6/L25.3 & 33.5/39.7). AN - 36342471; 10001-030122_0001 AB - PURPOSE: The construction of a 7.7- to 10.3-mile State Route (SR) 78/111 bypass around the city of Brawley in Imperial County, California is proposed. The four-lane, divided expressway would extend from SR 86, northwest of Brawley, to SR 111, southeast of Brawley. The approximately facility, which extend up to a maximum length of 10.3 miles, would supercede the existing SR 78 and SR 111 segments in Brawley. The project would provide for a new alignment for SR 78 from either a point approximately 0.5 mile south of Braughman Road or Fredricks Road on SR 86 to a point approximately 0.4 mile east of the existing east junction with SR 111. The project would also involve realignment of SR 111 from existing SR 111, north of the Brawley, to a point 0.3 mile south north of Mead Road on existing SR 111, south of Brawley. Three alignment alternatives and a No Action Alternative are considered in this final EIS. The Fredricks Alternative, which is the preferred alternative, would begin at the intersection of SR 86 and Fredricks Road, continue eastward following the course of Fredricks Road, cross the New River south of the Del Rio Country Club golf course, and proceed south connecting with SR 111 south of SR 78. Access from the Shank Road would be provided either by an at-grade intersection or an interchange. The Del Rio Alternative would begin at the intersection of SR 86, approximately 0.5 mile north of and parallel to Andre Road, and continue eastward, cross the New River between the Del Rio County Club golf course and the sewage treatment plant, and proceed southward to connect with SR 111 south of SR 78. The Del Rio North Alternative would cross the New River just north of the sewage treatment plant and continue south to connect with SR 111 south of SR 78. Estimated cost of the Fredricks alternatives ranges from $59.4 million to $67.0 million. Estimated cost of the Del Rio alternatives range from $54.5 million to $59.4 million. POSITIVE IMPACTS: Accidents, traffic congestion, and time delays on SR 78 and SR 111 within Brawley would decline significantly and anticipated increases in regional and international traffic due to the North American Free Trade Agreement would be accommodated. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements would result in the displacement of 140 to 162 acres of prime farmland and 224 to 319 acres of farmland of statewide importance, 2.05 to 8.6 acres of wetlands, and up to one residence and six commercial establishments. Six to nine irrigation canals, one to two laterals, and six to 11 drains would be traversed, as would 1.38 to 2.77 acres of agricultural drain habitat. Habitat for burrowing owls, mountain plover, Yuma clapper rail, and southwester willow flycatcher, all of which are federally protected species would be displaced. Noise levels would exceed standards at a maximum of three sensitive receptors sites due to traffic-generated noise. Sites contaminated with gasoline and diesel fuel would be encountered during construction. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 01-0438D, Volume 25, Number 4. JF - EPA number: 030122, 367 pages and maps, July 2, 2001 PY - 2001 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-01-02-D KW - Birds KW - Endangered Species (Animals) KW - Farmlands KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Impact Monitoring Plans KW - Irrigation KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Section 404(b) Statements KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - California KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36342471?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-07-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTES+78%2F111%2C+BRAWLEY+BYPASS%2C+IMPERIAL+COUNTY%2C+CALIFORNIA+%28II-1MP-78+%26+111+KP+L11.6%2FL25.3+%26+33.5%2F39.7%29.&rft.title=STATE+ROUTES+78%2F111%2C+BRAWLEY+BYPASS%2C+IMPERIAL+COUNTY%2C+CALIFORNIA+%28II-1MP-78+%26+111+KP+L11.6%2FL25.3+%26+33.5%2F39.7%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sacramento, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: July 2, 2001 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - Journal of Geotechnical and Geoenvironmental Engineering AN - 52005155; 2003-028356 JF - Journal of Geotechnical and Geoenvironmental Engineering AU - Gupta, Ramesh C AU - Salgado, R AU - Mitchell, J K AU - Jamiolkowski, M Y1 - 2001/07// PY - 2001 DA - July 2001 SP - 628 EP - 630 PB - American Society of Civil Engineers, New York, NY VL - 127 IS - 7 SN - 1090-0241, 1090-0241 KW - soil mechanics KW - sand KW - penetration tests KW - strain KW - clastic sediments KW - strength KW - cone penetration tests KW - stress KW - calibration KW - dilatancy KW - sediments KW - confining pressure KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/52005155?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Journal+of+Geotechnical+and+Geoenvironmental+Engineering&rft.atitle=Journal+of+Geotechnical+and+Geoenvironmental+Engineering&rft.au=Gupta%2C+Ramesh+C%3BSalgado%2C+R%3BMitchell%2C+J+K%3BJamiolkowski%2C+M&rft.aulast=Gupta&rft.aufirst=Ramesh&rft.date=2001-07-01&rft.volume=127&rft.issue=7&rft.spage=628&rft.isbn=&rft.btitle=&rft.title=Journal+of+Geotechnical+and+Geoenvironmental+Engineering&rft.issn=10900241&rft_id=info:doi/ L2 - http://scitation.aip.org/gto LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2003-01-01 N1 - Number of references - 16 N1 - PubXState - NY N1 - Document feature - illus. incl. 1 table N1 - SuppNotes - For reference to originated see Salgado, R., Mitchell, J. J. and Jamiolkowski, M., J. Geotech. and Geoenviron. Eng., Vol. 124, No. 9, Sept. 1998 N1 - Last updated - 2012-06-07 N1 - SubjectsTermNotLitGenreText - calibration; clastic sediments; cone penetration tests; confining pressure; dilatancy; penetration tests; sand; sediments; soil mechanics; strain; strength; stress ER - TY - RPRT T1 - SELMA TO MONTGOMERY NATIONAL HISTORIC TRAIL COMPREHENSIVE MANAGEMENT PLAN, ALABAMA. [Part 4 of 9] T2 - SELMA TO MONTGOMERY NATIONAL HISTORIC TRAIL COMPREHENSIVE MANAGEMENT PLAN, ALABAMA. AN - 36379634; 050579F-050279_0004 AB - PURPOSE: The implementation of a comprehensive management plan for the Selma to Montgomery National Historic Trail in Alabama is proposed. The 54-mile trial begins at the Brown Chapel AME Church in Selma and follows the route of the 1965 Selma to Montgomery Voting Rights March, which traveled through Lowndes County along US Highway 80, currently nominated to be an All American Road; sites in Dallas and Montgomery counties would also be involved in the historic preservation/interpretation program. The march culminated at the Alabama state capitol. Historians view the march as one of the last great campaigns, as well as the emotional peak, of the Modern Civil Rights Movement that began in the 1950s. The events associated with the march brought the issue of voting rights to the forefront of the national political agenda and raised the nation's consciousness about African-Americans' struggle for equal rights. Five months after the march, Congress passed the Voting Rights Act of 1965, which established the legal right to vote for all Americans and forever altered the regional and political landscape. The proposed plan would set management objectives for the trail by providing a blueprint for administration, resource protection, interpretation, and visitor experience, use of the trail, and site development and marking. The plan further defines the roles and responsibilities of the agencies, organizations, and local interests that will serve as partners with the National Park Service to carry out management objectives. Four alternatives, including a No Action Alternative, are considered in this final EIS. The preferred alternative (Alternative C) would provide stories of the march as defined by the events that occurred between March 7 and March 25, 1965, in Dallas, Lowndes, and Montgomery counties, as well as information on the broader efforts of 1965 and earlier and subsequently to gain voting rights by African-Americans. US 80 would be redesigned to accommodate additional lanes and new safety features, while preserving the roadway's original lanes for local access only. An inventory of the significant, historically intact landscapes along the corridor would be developed and funding would be sought for acquisition and preservation of these resources. Trail partners would further enhance preservation of the route's historic setting by determining priorities for the protection of trail viewsheds with scenic and historic integrity. Three interpretive centers would be established, two of which would be situated in existing buildings. Personnel costs for the interpretive centers are estimated at $1.8 million per year. Approximately $200,000 is expected to be allocated to meet technical assistance, and the National Park Service would provide an additional $125,000 annually to cover operational costs of the St. Jude site in Montgomery County. POSITIVE IMPACTS: The preferred alternative would commemorate, interpret, and preserve resources associated with the march, improving visitor understanding of the significance of the march and ensuring its continued significance in the American consciousness. NEGATIVE IMPACTS: Addition of parallel lanes to US 80 in Lowndes County and construction of an interpretive center at the Tent City site in Lowndes County would alter the viewshed from the original route. Increased vehicular traffic along an improved US 80 could also conflict with pedestrian and bicycle use along the trail. LEGAL MANDATES: National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.) and National Trail System Act of 1968, as amended (P.L. 90-325) and Public Law 101-321. PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0154D, Volume 29, Number 2. JF - EPA number: 050279, 170 pages, July 1, 2001 PY - 2001 VL - 4 KW - Parks, Refuges and Forests KW - Highways KW - Historic Districts KW - Historic Sites KW - Museums KW - National Parks KW - Trails KW - Vegetation Surveys KW - Visual Resources KW - Wildlife Surveys KW - Alabama KW - Selma to Montgomery National Historic Trail KW - National Park Service Organic Act of 1916, Compliance KW - National Trail System Act of 1968, as amended, Compliance KW - Public Law 101-321, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36379634?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-07-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SELMA+TO+MONTGOMERY+NATIONAL+HISTORIC+TRAIL+COMPREHENSIVE+MANAGEMENT+PLAN%2C+ALABAMA.&rft.title=SELMA+TO+MONTGOMERY+NATIONAL+HISTORIC+TRAIL+COMPREHENSIVE+MANAGEMENT+PLAN%2C+ALABAMA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service; DOI N1 - Date revised - 2006-06-01 N1 - SuppNotes - Final. Preparation date: July 1, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SELMA TO MONTGOMERY NATIONAL HISTORIC TRAIL COMPREHENSIVE MANAGEMENT PLAN, ALABAMA. [Part 3 of 9] T2 - SELMA TO MONTGOMERY NATIONAL HISTORIC TRAIL COMPREHENSIVE MANAGEMENT PLAN, ALABAMA. AN - 36379241; 050579F-050279_0003 AB - PURPOSE: The implementation of a comprehensive management plan for the Selma to Montgomery National Historic Trail in Alabama is proposed. The 54-mile trial begins at the Brown Chapel AME Church in Selma and follows the route of the 1965 Selma to Montgomery Voting Rights March, which traveled through Lowndes County along US Highway 80, currently nominated to be an All American Road; sites in Dallas and Montgomery counties would also be involved in the historic preservation/interpretation program. The march culminated at the Alabama state capitol. Historians view the march as one of the last great campaigns, as well as the emotional peak, of the Modern Civil Rights Movement that began in the 1950s. The events associated with the march brought the issue of voting rights to the forefront of the national political agenda and raised the nation's consciousness about African-Americans' struggle for equal rights. Five months after the march, Congress passed the Voting Rights Act of 1965, which established the legal right to vote for all Americans and forever altered the regional and political landscape. The proposed plan would set management objectives for the trail by providing a blueprint for administration, resource protection, interpretation, and visitor experience, use of the trail, and site development and marking. The plan further defines the roles and responsibilities of the agencies, organizations, and local interests that will serve as partners with the National Park Service to carry out management objectives. Four alternatives, including a No Action Alternative, are considered in this final EIS. The preferred alternative (Alternative C) would provide stories of the march as defined by the events that occurred between March 7 and March 25, 1965, in Dallas, Lowndes, and Montgomery counties, as well as information on the broader efforts of 1965 and earlier and subsequently to gain voting rights by African-Americans. US 80 would be redesigned to accommodate additional lanes and new safety features, while preserving the roadway's original lanes for local access only. An inventory of the significant, historically intact landscapes along the corridor would be developed and funding would be sought for acquisition and preservation of these resources. Trail partners would further enhance preservation of the route's historic setting by determining priorities for the protection of trail viewsheds with scenic and historic integrity. Three interpretive centers would be established, two of which would be situated in existing buildings. Personnel costs for the interpretive centers are estimated at $1.8 million per year. Approximately $200,000 is expected to be allocated to meet technical assistance, and the National Park Service would provide an additional $125,000 annually to cover operational costs of the St. Jude site in Montgomery County. POSITIVE IMPACTS: The preferred alternative would commemorate, interpret, and preserve resources associated with the march, improving visitor understanding of the significance of the march and ensuring its continued significance in the American consciousness. NEGATIVE IMPACTS: Addition of parallel lanes to US 80 in Lowndes County and construction of an interpretive center at the Tent City site in Lowndes County would alter the viewshed from the original route. Increased vehicular traffic along an improved US 80 could also conflict with pedestrian and bicycle use along the trail. LEGAL MANDATES: National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.) and National Trail System Act of 1968, as amended (P.L. 90-325) and Public Law 101-321. PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0154D, Volume 29, Number 2. JF - EPA number: 050279, 170 pages, July 1, 2001 PY - 2001 VL - 3 KW - Parks, Refuges and Forests KW - Highways KW - Historic Districts KW - Historic Sites KW - Museums KW - National Parks KW - Trails KW - Vegetation Surveys KW - Visual Resources KW - Wildlife Surveys KW - Alabama KW - Selma to Montgomery National Historic Trail KW - National Park Service Organic Act of 1916, Compliance KW - National Trail System Act of 1968, as amended, Compliance KW - Public Law 101-321, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36379241?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-07-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SELMA+TO+MONTGOMERY+NATIONAL+HISTORIC+TRAIL+COMPREHENSIVE+MANAGEMENT+PLAN%2C+ALABAMA.&rft.title=SELMA+TO+MONTGOMERY+NATIONAL+HISTORIC+TRAIL+COMPREHENSIVE+MANAGEMENT+PLAN%2C+ALABAMA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service; DOI N1 - Date revised - 2006-06-01 N1 - SuppNotes - Final. Preparation date: July 1, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SELMA TO MONTGOMERY NATIONAL HISTORIC TRAIL COMPREHENSIVE MANAGEMENT PLAN, ALABAMA. [Part 6 of 9] T2 - SELMA TO MONTGOMERY NATIONAL HISTORIC TRAIL COMPREHENSIVE MANAGEMENT PLAN, ALABAMA. AN - 36379204; 050579F-050279_0006 AB - PURPOSE: The implementation of a comprehensive management plan for the Selma to Montgomery National Historic Trail in Alabama is proposed. The 54-mile trial begins at the Brown Chapel AME Church in Selma and follows the route of the 1965 Selma to Montgomery Voting Rights March, which traveled through Lowndes County along US Highway 80, currently nominated to be an All American Road; sites in Dallas and Montgomery counties would also be involved in the historic preservation/interpretation program. The march culminated at the Alabama state capitol. Historians view the march as one of the last great campaigns, as well as the emotional peak, of the Modern Civil Rights Movement that began in the 1950s. The events associated with the march brought the issue of voting rights to the forefront of the national political agenda and raised the nation's consciousness about African-Americans' struggle for equal rights. Five months after the march, Congress passed the Voting Rights Act of 1965, which established the legal right to vote for all Americans and forever altered the regional and political landscape. The proposed plan would set management objectives for the trail by providing a blueprint for administration, resource protection, interpretation, and visitor experience, use of the trail, and site development and marking. The plan further defines the roles and responsibilities of the agencies, organizations, and local interests that will serve as partners with the National Park Service to carry out management objectives. Four alternatives, including a No Action Alternative, are considered in this final EIS. The preferred alternative (Alternative C) would provide stories of the march as defined by the events that occurred between March 7 and March 25, 1965, in Dallas, Lowndes, and Montgomery counties, as well as information on the broader efforts of 1965 and earlier and subsequently to gain voting rights by African-Americans. US 80 would be redesigned to accommodate additional lanes and new safety features, while preserving the roadway's original lanes for local access only. An inventory of the significant, historically intact landscapes along the corridor would be developed and funding would be sought for acquisition and preservation of these resources. Trail partners would further enhance preservation of the route's historic setting by determining priorities for the protection of trail viewsheds with scenic and historic integrity. Three interpretive centers would be established, two of which would be situated in existing buildings. Personnel costs for the interpretive centers are estimated at $1.8 million per year. Approximately $200,000 is expected to be allocated to meet technical assistance, and the National Park Service would provide an additional $125,000 annually to cover operational costs of the St. Jude site in Montgomery County. POSITIVE IMPACTS: The preferred alternative would commemorate, interpret, and preserve resources associated with the march, improving visitor understanding of the significance of the march and ensuring its continued significance in the American consciousness. NEGATIVE IMPACTS: Addition of parallel lanes to US 80 in Lowndes County and construction of an interpretive center at the Tent City site in Lowndes County would alter the viewshed from the original route. Increased vehicular traffic along an improved US 80 could also conflict with pedestrian and bicycle use along the trail. LEGAL MANDATES: National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.) and National Trail System Act of 1968, as amended (P.L. 90-325) and Public Law 101-321. PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0154D, Volume 29, Number 2. JF - EPA number: 050279, 170 pages, July 1, 2001 PY - 2001 VL - 6 KW - Parks, Refuges and Forests KW - Highways KW - Historic Districts KW - Historic Sites KW - Museums KW - National Parks KW - Trails KW - Vegetation Surveys KW - Visual Resources KW - Wildlife Surveys KW - Alabama KW - Selma to Montgomery National Historic Trail KW - National Park Service Organic Act of 1916, Compliance KW - National Trail System Act of 1968, as amended, Compliance KW - Public Law 101-321, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36379204?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-07-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SELMA+TO+MONTGOMERY+NATIONAL+HISTORIC+TRAIL+COMPREHENSIVE+MANAGEMENT+PLAN%2C+ALABAMA.&rft.title=SELMA+TO+MONTGOMERY+NATIONAL+HISTORIC+TRAIL+COMPREHENSIVE+MANAGEMENT+PLAN%2C+ALABAMA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service; DOI N1 - Date revised - 2006-06-01 N1 - SuppNotes - Final. Preparation date: July 1, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SELMA TO MONTGOMERY NATIONAL HISTORIC TRAIL COMPREHENSIVE MANAGEMENT PLAN, ALABAMA. [Part 8 of 9] T2 - SELMA TO MONTGOMERY NATIONAL HISTORIC TRAIL COMPREHENSIVE MANAGEMENT PLAN, ALABAMA. AN - 36379160; 050579F-050279_0008 AB - PURPOSE: The implementation of a comprehensive management plan for the Selma to Montgomery National Historic Trail in Alabama is proposed. The 54-mile trial begins at the Brown Chapel AME Church in Selma and follows the route of the 1965 Selma to Montgomery Voting Rights March, which traveled through Lowndes County along US Highway 80, currently nominated to be an All American Road; sites in Dallas and Montgomery counties would also be involved in the historic preservation/interpretation program. The march culminated at the Alabama state capitol. Historians view the march as one of the last great campaigns, as well as the emotional peak, of the Modern Civil Rights Movement that began in the 1950s. The events associated with the march brought the issue of voting rights to the forefront of the national political agenda and raised the nation's consciousness about African-Americans' struggle for equal rights. Five months after the march, Congress passed the Voting Rights Act of 1965, which established the legal right to vote for all Americans and forever altered the regional and political landscape. The proposed plan would set management objectives for the trail by providing a blueprint for administration, resource protection, interpretation, and visitor experience, use of the trail, and site development and marking. The plan further defines the roles and responsibilities of the agencies, organizations, and local interests that will serve as partners with the National Park Service to carry out management objectives. Four alternatives, including a No Action Alternative, are considered in this final EIS. The preferred alternative (Alternative C) would provide stories of the march as defined by the events that occurred between March 7 and March 25, 1965, in Dallas, Lowndes, and Montgomery counties, as well as information on the broader efforts of 1965 and earlier and subsequently to gain voting rights by African-Americans. US 80 would be redesigned to accommodate additional lanes and new safety features, while preserving the roadway's original lanes for local access only. An inventory of the significant, historically intact landscapes along the corridor would be developed and funding would be sought for acquisition and preservation of these resources. Trail partners would further enhance preservation of the route's historic setting by determining priorities for the protection of trail viewsheds with scenic and historic integrity. Three interpretive centers would be established, two of which would be situated in existing buildings. Personnel costs for the interpretive centers are estimated at $1.8 million per year. Approximately $200,000 is expected to be allocated to meet technical assistance, and the National Park Service would provide an additional $125,000 annually to cover operational costs of the St. Jude site in Montgomery County. POSITIVE IMPACTS: The preferred alternative would commemorate, interpret, and preserve resources associated with the march, improving visitor understanding of the significance of the march and ensuring its continued significance in the American consciousness. NEGATIVE IMPACTS: Addition of parallel lanes to US 80 in Lowndes County and construction of an interpretive center at the Tent City site in Lowndes County would alter the viewshed from the original route. Increased vehicular traffic along an improved US 80 could also conflict with pedestrian and bicycle use along the trail. LEGAL MANDATES: National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.) and National Trail System Act of 1968, as amended (P.L. 90-325) and Public Law 101-321. PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0154D, Volume 29, Number 2. JF - EPA number: 050279, 170 pages, July 1, 2001 PY - 2001 VL - 8 KW - Parks, Refuges and Forests KW - Highways KW - Historic Districts KW - Historic Sites KW - Museums KW - National Parks KW - Trails KW - Vegetation Surveys KW - Visual Resources KW - Wildlife Surveys KW - Alabama KW - Selma to Montgomery National Historic Trail KW - National Park Service Organic Act of 1916, Compliance KW - National Trail System Act of 1968, as amended, Compliance KW - Public Law 101-321, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36379160?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-07-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SELMA+TO+MONTGOMERY+NATIONAL+HISTORIC+TRAIL+COMPREHENSIVE+MANAGEMENT+PLAN%2C+ALABAMA.&rft.title=SELMA+TO+MONTGOMERY+NATIONAL+HISTORIC+TRAIL+COMPREHENSIVE+MANAGEMENT+PLAN%2C+ALABAMA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service; DOI N1 - Date revised - 2006-06-01 N1 - SuppNotes - Final. Preparation date: July 1, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SELMA TO MONTGOMERY NATIONAL HISTORIC TRAIL COMPREHENSIVE MANAGEMENT PLAN, ALABAMA. [Part 7 of 9] T2 - SELMA TO MONTGOMERY NATIONAL HISTORIC TRAIL COMPREHENSIVE MANAGEMENT PLAN, ALABAMA. AN - 36379101; 050579F-050279_0007 AB - PURPOSE: The implementation of a comprehensive management plan for the Selma to Montgomery National Historic Trail in Alabama is proposed. The 54-mile trial begins at the Brown Chapel AME Church in Selma and follows the route of the 1965 Selma to Montgomery Voting Rights March, which traveled through Lowndes County along US Highway 80, currently nominated to be an All American Road; sites in Dallas and Montgomery counties would also be involved in the historic preservation/interpretation program. The march culminated at the Alabama state capitol. Historians view the march as one of the last great campaigns, as well as the emotional peak, of the Modern Civil Rights Movement that began in the 1950s. The events associated with the march brought the issue of voting rights to the forefront of the national political agenda and raised the nation's consciousness about African-Americans' struggle for equal rights. Five months after the march, Congress passed the Voting Rights Act of 1965, which established the legal right to vote for all Americans and forever altered the regional and political landscape. The proposed plan would set management objectives for the trail by providing a blueprint for administration, resource protection, interpretation, and visitor experience, use of the trail, and site development and marking. The plan further defines the roles and responsibilities of the agencies, organizations, and local interests that will serve as partners with the National Park Service to carry out management objectives. Four alternatives, including a No Action Alternative, are considered in this final EIS. The preferred alternative (Alternative C) would provide stories of the march as defined by the events that occurred between March 7 and March 25, 1965, in Dallas, Lowndes, and Montgomery counties, as well as information on the broader efforts of 1965 and earlier and subsequently to gain voting rights by African-Americans. US 80 would be redesigned to accommodate additional lanes and new safety features, while preserving the roadway's original lanes for local access only. An inventory of the significant, historically intact landscapes along the corridor would be developed and funding would be sought for acquisition and preservation of these resources. Trail partners would further enhance preservation of the route's historic setting by determining priorities for the protection of trail viewsheds with scenic and historic integrity. Three interpretive centers would be established, two of which would be situated in existing buildings. Personnel costs for the interpretive centers are estimated at $1.8 million per year. Approximately $200,000 is expected to be allocated to meet technical assistance, and the National Park Service would provide an additional $125,000 annually to cover operational costs of the St. Jude site in Montgomery County. POSITIVE IMPACTS: The preferred alternative would commemorate, interpret, and preserve resources associated with the march, improving visitor understanding of the significance of the march and ensuring its continued significance in the American consciousness. NEGATIVE IMPACTS: Addition of parallel lanes to US 80 in Lowndes County and construction of an interpretive center at the Tent City site in Lowndes County would alter the viewshed from the original route. Increased vehicular traffic along an improved US 80 could also conflict with pedestrian and bicycle use along the trail. LEGAL MANDATES: National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.) and National Trail System Act of 1968, as amended (P.L. 90-325) and Public Law 101-321. PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0154D, Volume 29, Number 2. JF - EPA number: 050279, 170 pages, July 1, 2001 PY - 2001 VL - 7 KW - Parks, Refuges and Forests KW - Highways KW - Historic Districts KW - Historic Sites KW - Museums KW - National Parks KW - Trails KW - Vegetation Surveys KW - Visual Resources KW - Wildlife Surveys KW - Alabama KW - Selma to Montgomery National Historic Trail KW - National Park Service Organic Act of 1916, Compliance KW - National Trail System Act of 1968, as amended, Compliance KW - Public Law 101-321, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36379101?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-07-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SELMA+TO+MONTGOMERY+NATIONAL+HISTORIC+TRAIL+COMPREHENSIVE+MANAGEMENT+PLAN%2C+ALABAMA.&rft.title=SELMA+TO+MONTGOMERY+NATIONAL+HISTORIC+TRAIL+COMPREHENSIVE+MANAGEMENT+PLAN%2C+ALABAMA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service; DOI N1 - Date revised - 2006-06-01 N1 - SuppNotes - Final. Preparation date: July 1, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SELMA TO MONTGOMERY NATIONAL HISTORIC TRAIL COMPREHENSIVE MANAGEMENT PLAN, ALABAMA. [Part 1 of 9] T2 - SELMA TO MONTGOMERY NATIONAL HISTORIC TRAIL COMPREHENSIVE MANAGEMENT PLAN, ALABAMA. AN - 36378179; 050579F-050279_0001 AB - PURPOSE: The implementation of a comprehensive management plan for the Selma to Montgomery National Historic Trail in Alabama is proposed. The 54-mile trial begins at the Brown Chapel AME Church in Selma and follows the route of the 1965 Selma to Montgomery Voting Rights March, which traveled through Lowndes County along US Highway 80, currently nominated to be an All American Road; sites in Dallas and Montgomery counties would also be involved in the historic preservation/interpretation program. The march culminated at the Alabama state capitol. Historians view the march as one of the last great campaigns, as well as the emotional peak, of the Modern Civil Rights Movement that began in the 1950s. The events associated with the march brought the issue of voting rights to the forefront of the national political agenda and raised the nation's consciousness about African-Americans' struggle for equal rights. Five months after the march, Congress passed the Voting Rights Act of 1965, which established the legal right to vote for all Americans and forever altered the regional and political landscape. The proposed plan would set management objectives for the trail by providing a blueprint for administration, resource protection, interpretation, and visitor experience, use of the trail, and site development and marking. The plan further defines the roles and responsibilities of the agencies, organizations, and local interests that will serve as partners with the National Park Service to carry out management objectives. Four alternatives, including a No Action Alternative, are considered in this final EIS. The preferred alternative (Alternative C) would provide stories of the march as defined by the events that occurred between March 7 and March 25, 1965, in Dallas, Lowndes, and Montgomery counties, as well as information on the broader efforts of 1965 and earlier and subsequently to gain voting rights by African-Americans. US 80 would be redesigned to accommodate additional lanes and new safety features, while preserving the roadway's original lanes for local access only. An inventory of the significant, historically intact landscapes along the corridor would be developed and funding would be sought for acquisition and preservation of these resources. Trail partners would further enhance preservation of the route's historic setting by determining priorities for the protection of trail viewsheds with scenic and historic integrity. Three interpretive centers would be established, two of which would be situated in existing buildings. Personnel costs for the interpretive centers are estimated at $1.8 million per year. Approximately $200,000 is expected to be allocated to meet technical assistance, and the National Park Service would provide an additional $125,000 annually to cover operational costs of the St. Jude site in Montgomery County. POSITIVE IMPACTS: The preferred alternative would commemorate, interpret, and preserve resources associated with the march, improving visitor understanding of the significance of the march and ensuring its continued significance in the American consciousness. NEGATIVE IMPACTS: Addition of parallel lanes to US 80 in Lowndes County and construction of an interpretive center at the Tent City site in Lowndes County would alter the viewshed from the original route. Increased vehicular traffic along an improved US 80 could also conflict with pedestrian and bicycle use along the trail. LEGAL MANDATES: National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.) and National Trail System Act of 1968, as amended (P.L. 90-325) and Public Law 101-321. PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0154D, Volume 29, Number 2. JF - EPA number: 050279, 170 pages, July 1, 2001 PY - 2001 VL - 1 KW - Parks, Refuges and Forests KW - Highways KW - Historic Districts KW - Historic Sites KW - Museums KW - National Parks KW - Trails KW - Vegetation Surveys KW - Visual Resources KW - Wildlife Surveys KW - Alabama KW - Selma to Montgomery National Historic Trail KW - National Park Service Organic Act of 1916, Compliance KW - National Trail System Act of 1968, as amended, Compliance KW - Public Law 101-321, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36378179?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-07-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SELMA+TO+MONTGOMERY+NATIONAL+HISTORIC+TRAIL+COMPREHENSIVE+MANAGEMENT+PLAN%2C+ALABAMA.&rft.title=SELMA+TO+MONTGOMERY+NATIONAL+HISTORIC+TRAIL+COMPREHENSIVE+MANAGEMENT+PLAN%2C+ALABAMA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service; DOI N1 - Date revised - 2006-06-01 N1 - SuppNotes - Final. Preparation date: July 1, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SELMA TO MONTGOMERY NATIONAL HISTORIC TRAIL COMPREHENSIVE MANAGEMENT PLAN, ALABAMA. [Part 5 of 9] T2 - SELMA TO MONTGOMERY NATIONAL HISTORIC TRAIL COMPREHENSIVE MANAGEMENT PLAN, ALABAMA. AN - 36378038; 050579F-050279_0005 AB - PURPOSE: The implementation of a comprehensive management plan for the Selma to Montgomery National Historic Trail in Alabama is proposed. The 54-mile trial begins at the Brown Chapel AME Church in Selma and follows the route of the 1965 Selma to Montgomery Voting Rights March, which traveled through Lowndes County along US Highway 80, currently nominated to be an All American Road; sites in Dallas and Montgomery counties would also be involved in the historic preservation/interpretation program. The march culminated at the Alabama state capitol. Historians view the march as one of the last great campaigns, as well as the emotional peak, of the Modern Civil Rights Movement that began in the 1950s. The events associated with the march brought the issue of voting rights to the forefront of the national political agenda and raised the nation's consciousness about African-Americans' struggle for equal rights. Five months after the march, Congress passed the Voting Rights Act of 1965, which established the legal right to vote for all Americans and forever altered the regional and political landscape. The proposed plan would set management objectives for the trail by providing a blueprint for administration, resource protection, interpretation, and visitor experience, use of the trail, and site development and marking. The plan further defines the roles and responsibilities of the agencies, organizations, and local interests that will serve as partners with the National Park Service to carry out management objectives. Four alternatives, including a No Action Alternative, are considered in this final EIS. The preferred alternative (Alternative C) would provide stories of the march as defined by the events that occurred between March 7 and March 25, 1965, in Dallas, Lowndes, and Montgomery counties, as well as information on the broader efforts of 1965 and earlier and subsequently to gain voting rights by African-Americans. US 80 would be redesigned to accommodate additional lanes and new safety features, while preserving the roadway's original lanes for local access only. An inventory of the significant, historically intact landscapes along the corridor would be developed and funding would be sought for acquisition and preservation of these resources. Trail partners would further enhance preservation of the route's historic setting by determining priorities for the protection of trail viewsheds with scenic and historic integrity. Three interpretive centers would be established, two of which would be situated in existing buildings. Personnel costs for the interpretive centers are estimated at $1.8 million per year. Approximately $200,000 is expected to be allocated to meet technical assistance, and the National Park Service would provide an additional $125,000 annually to cover operational costs of the St. Jude site in Montgomery County. POSITIVE IMPACTS: The preferred alternative would commemorate, interpret, and preserve resources associated with the march, improving visitor understanding of the significance of the march and ensuring its continued significance in the American consciousness. NEGATIVE IMPACTS: Addition of parallel lanes to US 80 in Lowndes County and construction of an interpretive center at the Tent City site in Lowndes County would alter the viewshed from the original route. Increased vehicular traffic along an improved US 80 could also conflict with pedestrian and bicycle use along the trail. LEGAL MANDATES: National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.) and National Trail System Act of 1968, as amended (P.L. 90-325) and Public Law 101-321. PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0154D, Volume 29, Number 2. JF - EPA number: 050279, 170 pages, July 1, 2001 PY - 2001 VL - 5 KW - Parks, Refuges and Forests KW - Highways KW - Historic Districts KW - Historic Sites KW - Museums KW - National Parks KW - Trails KW - Vegetation Surveys KW - Visual Resources KW - Wildlife Surveys KW - Alabama KW - Selma to Montgomery National Historic Trail KW - National Park Service Organic Act of 1916, Compliance KW - National Trail System Act of 1968, as amended, Compliance KW - Public Law 101-321, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36378038?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-07-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SELMA+TO+MONTGOMERY+NATIONAL+HISTORIC+TRAIL+COMPREHENSIVE+MANAGEMENT+PLAN%2C+ALABAMA.&rft.title=SELMA+TO+MONTGOMERY+NATIONAL+HISTORIC+TRAIL+COMPREHENSIVE+MANAGEMENT+PLAN%2C+ALABAMA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service; DOI N1 - Date revised - 2006-06-01 N1 - SuppNotes - Final. Preparation date: July 1, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SELMA TO MONTGOMERY NATIONAL HISTORIC TRAIL COMPREHENSIVE MANAGEMENT PLAN, ALABAMA. [Part 9 of 9] T2 - SELMA TO MONTGOMERY NATIONAL HISTORIC TRAIL COMPREHENSIVE MANAGEMENT PLAN, ALABAMA. AN - 36375279; 050579F-050279_0009 AB - PURPOSE: The implementation of a comprehensive management plan for the Selma to Montgomery National Historic Trail in Alabama is proposed. The 54-mile trial begins at the Brown Chapel AME Church in Selma and follows the route of the 1965 Selma to Montgomery Voting Rights March, which traveled through Lowndes County along US Highway 80, currently nominated to be an All American Road; sites in Dallas and Montgomery counties would also be involved in the historic preservation/interpretation program. The march culminated at the Alabama state capitol. Historians view the march as one of the last great campaigns, as well as the emotional peak, of the Modern Civil Rights Movement that began in the 1950s. The events associated with the march brought the issue of voting rights to the forefront of the national political agenda and raised the nation's consciousness about African-Americans' struggle for equal rights. Five months after the march, Congress passed the Voting Rights Act of 1965, which established the legal right to vote for all Americans and forever altered the regional and political landscape. The proposed plan would set management objectives for the trail by providing a blueprint for administration, resource protection, interpretation, and visitor experience, use of the trail, and site development and marking. The plan further defines the roles and responsibilities of the agencies, organizations, and local interests that will serve as partners with the National Park Service to carry out management objectives. Four alternatives, including a No Action Alternative, are considered in this final EIS. The preferred alternative (Alternative C) would provide stories of the march as defined by the events that occurred between March 7 and March 25, 1965, in Dallas, Lowndes, and Montgomery counties, as well as information on the broader efforts of 1965 and earlier and subsequently to gain voting rights by African-Americans. US 80 would be redesigned to accommodate additional lanes and new safety features, while preserving the roadway's original lanes for local access only. An inventory of the significant, historically intact landscapes along the corridor would be developed and funding would be sought for acquisition and preservation of these resources. Trail partners would further enhance preservation of the route's historic setting by determining priorities for the protection of trail viewsheds with scenic and historic integrity. Three interpretive centers would be established, two of which would be situated in existing buildings. Personnel costs for the interpretive centers are estimated at $1.8 million per year. Approximately $200,000 is expected to be allocated to meet technical assistance, and the National Park Service would provide an additional $125,000 annually to cover operational costs of the St. Jude site in Montgomery County. POSITIVE IMPACTS: The preferred alternative would commemorate, interpret, and preserve resources associated with the march, improving visitor understanding of the significance of the march and ensuring its continued significance in the American consciousness. NEGATIVE IMPACTS: Addition of parallel lanes to US 80 in Lowndes County and construction of an interpretive center at the Tent City site in Lowndes County would alter the viewshed from the original route. Increased vehicular traffic along an improved US 80 could also conflict with pedestrian and bicycle use along the trail. LEGAL MANDATES: National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.) and National Trail System Act of 1968, as amended (P.L. 90-325) and Public Law 101-321. PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0154D, Volume 29, Number 2. JF - EPA number: 050279, 170 pages, July 1, 2001 PY - 2001 VL - 9 KW - Parks, Refuges and Forests KW - Highways KW - Historic Districts KW - Historic Sites KW - Museums KW - National Parks KW - Trails KW - Vegetation Surveys KW - Visual Resources KW - Wildlife Surveys KW - Alabama KW - Selma to Montgomery National Historic Trail KW - National Park Service Organic Act of 1916, Compliance KW - National Trail System Act of 1968, as amended, Compliance KW - Public Law 101-321, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36375279?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-07-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SELMA+TO+MONTGOMERY+NATIONAL+HISTORIC+TRAIL+COMPREHENSIVE+MANAGEMENT+PLAN%2C+ALABAMA.&rft.title=SELMA+TO+MONTGOMERY+NATIONAL+HISTORIC+TRAIL+COMPREHENSIVE+MANAGEMENT+PLAN%2C+ALABAMA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service; DOI N1 - Date revised - 2006-06-01 N1 - SuppNotes - Final. Preparation date: July 1, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SELMA TO MONTGOMERY NATIONAL HISTORIC TRAIL COMPREHENSIVE MANAGEMENT PLAN, ALABAMA. [Part 2 of 9] T2 - SELMA TO MONTGOMERY NATIONAL HISTORIC TRAIL COMPREHENSIVE MANAGEMENT PLAN, ALABAMA. AN - 36372620; 050579F-050279_0002 AB - PURPOSE: The implementation of a comprehensive management plan for the Selma to Montgomery National Historic Trail in Alabama is proposed. The 54-mile trial begins at the Brown Chapel AME Church in Selma and follows the route of the 1965 Selma to Montgomery Voting Rights March, which traveled through Lowndes County along US Highway 80, currently nominated to be an All American Road; sites in Dallas and Montgomery counties would also be involved in the historic preservation/interpretation program. The march culminated at the Alabama state capitol. Historians view the march as one of the last great campaigns, as well as the emotional peak, of the Modern Civil Rights Movement that began in the 1950s. The events associated with the march brought the issue of voting rights to the forefront of the national political agenda and raised the nation's consciousness about African-Americans' struggle for equal rights. Five months after the march, Congress passed the Voting Rights Act of 1965, which established the legal right to vote for all Americans and forever altered the regional and political landscape. The proposed plan would set management objectives for the trail by providing a blueprint for administration, resource protection, interpretation, and visitor experience, use of the trail, and site development and marking. The plan further defines the roles and responsibilities of the agencies, organizations, and local interests that will serve as partners with the National Park Service to carry out management objectives. Four alternatives, including a No Action Alternative, are considered in this final EIS. The preferred alternative (Alternative C) would provide stories of the march as defined by the events that occurred between March 7 and March 25, 1965, in Dallas, Lowndes, and Montgomery counties, as well as information on the broader efforts of 1965 and earlier and subsequently to gain voting rights by African-Americans. US 80 would be redesigned to accommodate additional lanes and new safety features, while preserving the roadway's original lanes for local access only. An inventory of the significant, historically intact landscapes along the corridor would be developed and funding would be sought for acquisition and preservation of these resources. Trail partners would further enhance preservation of the route's historic setting by determining priorities for the protection of trail viewsheds with scenic and historic integrity. Three interpretive centers would be established, two of which would be situated in existing buildings. Personnel costs for the interpretive centers are estimated at $1.8 million per year. Approximately $200,000 is expected to be allocated to meet technical assistance, and the National Park Service would provide an additional $125,000 annually to cover operational costs of the St. Jude site in Montgomery County. POSITIVE IMPACTS: The preferred alternative would commemorate, interpret, and preserve resources associated with the march, improving visitor understanding of the significance of the march and ensuring its continued significance in the American consciousness. NEGATIVE IMPACTS: Addition of parallel lanes to US 80 in Lowndes County and construction of an interpretive center at the Tent City site in Lowndes County would alter the viewshed from the original route. Increased vehicular traffic along an improved US 80 could also conflict with pedestrian and bicycle use along the trail. LEGAL MANDATES: National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.) and National Trail System Act of 1968, as amended (P.L. 90-325) and Public Law 101-321. PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0154D, Volume 29, Number 2. JF - EPA number: 050279, 170 pages, July 1, 2001 PY - 2001 VL - 2 KW - Parks, Refuges and Forests KW - Highways KW - Historic Districts KW - Historic Sites KW - Museums KW - National Parks KW - Trails KW - Vegetation Surveys KW - Visual Resources KW - Wildlife Surveys KW - Alabama KW - Selma to Montgomery National Historic Trail KW - National Park Service Organic Act of 1916, Compliance KW - National Trail System Act of 1968, as amended, Compliance KW - Public Law 101-321, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36372620?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-07-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SELMA+TO+MONTGOMERY+NATIONAL+HISTORIC+TRAIL+COMPREHENSIVE+MANAGEMENT+PLAN%2C+ALABAMA.&rft.title=SELMA+TO+MONTGOMERY+NATIONAL+HISTORIC+TRAIL+COMPREHENSIVE+MANAGEMENT+PLAN%2C+ALABAMA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service; DOI N1 - Date revised - 2006-06-01 N1 - SuppNotes - Final. Preparation date: July 1, 2001 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - A stochastic estimation approach to real-time prediction of incident effects on freeway traffic congestion AN - 17926643; 5154564 AB - Real-time prediction of the effects of freeway incidents on traffic congestion is urgently necessary for the development of advanced freeway incident management systems. This paper presents a stochastic estimation approach to real-time prediction of time-varying delays and queue lengths which are regarded as two significant variables in examining freeway incident congestion in this study. In addition to system specification utilizing four groups of proposed lane traffic variables, a stochastic estimation approach which involves a discrete-time nonlinear stochastic model and an algorithm based on Kalman filtering is developed to estimate real-time delays and queues in the presence of freeway incidents. The proposed method is tested employing simulated data generated via the CORSIM simulation model. The preliminary test results indicate that the proposed method is promising. Utilizing the estimates of delays and queue lengths generated by the proposed method in real time, our further research will aim at developing time-varying incident effect indexes for real-time prediction of the impact magnitude of freeway incidents either in the temporal domain or in the spatial domain. We therefore expect that this study can make available real-time incident-related traffic information with benefits not only for understanding the impact of freeway incidents on traffic congestion, but also for developing advanced incident-responsive traffic management technologies. JF - Transportation Research, Part B AU - Sheu, J-B AU - Chou, Y-H AU - Shen, L-J AD - Department of Transportation, Warehousing and Logistics, National Kaohsiung First University of Science and Technology, 1 University Road, Yuanchau, Kaohsiung 824, Taiwan, jbsheu@ccms.nkfu.nkfust.edu.tw Y1 - 2001/07// PY - 2001 DA - Jul 2001 SP - 575 EP - 592 VL - 35B IS - 6 SN - 0191-2615, 0191-2615 KW - congestion control KW - prediction KW - traffic safety KW - Risk Abstracts KW - Motor vehicles KW - Simulation KW - Highways KW - R2 23020:Technological risks UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/17926643?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ariskabstracts&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Transportation+Research%2C+Part+B&rft.atitle=A+stochastic+estimation+approach+to+real-time+prediction+of+incident+effects+on+freeway+traffic+congestion&rft.au=Sheu%2C+J-B%3BChou%2C+Y-H%3BShen%2C+L-J&rft.aulast=Sheu&rft.aufirst=J-B&rft.date=2001-07-01&rft.volume=35B&rft.issue=6&rft.spage=575&rft.isbn=&rft.btitle=&rft.title=Transportation+Research%2C+Part+B&rft.issn=01912615&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2006-11-01 N1 - Last updated - 2011-12-13 N1 - SubjectsTermNotLitGenreText - Simulation; Highways; Motor vehicles ER - TY - RPRT T1 - SELMA TO MONTGOMERY NATIONAL HISTORIC TRAIL COMPREHENSIVE MANAGEMENT PLAN, ALABAMA. AN - 16346926; 11602 AB - PURPOSE: The implementation of a comprehensive management plan for the Selma to Montgomery National Historic Trail in Alabama is proposed. The 54-mile trial begins at the Brown Chapel AME Church in Selma and follows the route of the 1965 Selma to Montgomery Voting Rights March, which traveled through Lowndes County along US Highway 80, currently nominated to be an All American Road; sites in Dallas and Montgomery counties would also be involved in the historic preservation/interpretation program. The march culminated at the Alabama state capitol. Historians view the march as one of the last great campaigns, as well as the emotional peak, of the Modern Civil Rights Movement that began in the 1950s. The events associated with the march brought the issue of voting rights to the forefront of the national political agenda and raised the nation's consciousness about African-Americans' struggle for equal rights. Five months after the march, Congress passed the Voting Rights Act of 1965, which established the legal right to vote for all Americans and forever altered the regional and political landscape. The proposed plan would set management objectives for the trail by providing a blueprint for administration, resource protection, interpretation, and visitor experience, use of the trail, and site development and marking. The plan further defines the roles and responsibilities of the agencies, organizations, and local interests that will serve as partners with the National Park Service to carry out management objectives. Four alternatives, including a No Action Alternative, are considered in this final EIS. The preferred alternative (Alternative C) would provide stories of the march as defined by the events that occurred between March 7 and March 25, 1965, in Dallas, Lowndes, and Montgomery counties, as well as information on the broader efforts of 1965 and earlier and subsequently to gain voting rights by African-Americans. US 80 would be redesigned to accommodate additional lanes and new safety features, while preserving the roadway's original lanes for local access only. An inventory of the significant, historically intact landscapes along the corridor would be developed and funding would be sought for acquisition and preservation of these resources. Trail partners would further enhance preservation of the route's historic setting by determining priorities for the protection of trail viewsheds with scenic and historic integrity. Three interpretive centers would be established, two of which would be situated in existing buildings. Personnel costs for the interpretive centers are estimated at $1.8 million per year. Approximately $200,000 is expected to be allocated to meet technical assistance, and the National Park Service would provide an additional $125,000 annually to cover operational costs of the St. Jude site in Montgomery County. POSITIVE IMPACTS: The preferred alternative would commemorate, interpret, and preserve resources associated with the march, improving visitor understanding of the significance of the march and ensuring its continued significance in the American consciousness. NEGATIVE IMPACTS: Addition of parallel lanes to US 80 in Lowndes County and construction of an interpretive center at the Tent City site in Lowndes County would alter the viewshed from the original route. Increased vehicular traffic along an improved US 80 could also conflict with pedestrian and bicycle use along the trail. LEGAL MANDATES: National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.) and National Trail System Act of 1968, as amended (P.L. 90-325) and Public Law 101-321. PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0154D, Volume 29, Number 2. JF - EPA number: 050279, 170 pages, July 1, 2001 PY - 2001 KW - Parks, Refuges and Forests KW - Highways KW - Historic Districts KW - Historic Sites KW - Museums KW - National Parks KW - Trails KW - Vegetation Surveys KW - Visual Resources KW - Wildlife Surveys KW - Alabama KW - Selma to Montgomery National Historic Trail KW - National Park Service Organic Act of 1916, Compliance KW - National Trail System Act of 1968, as amended, Compliance KW - Public Law 101-321, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16346926?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-07-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SELMA+TO+MONTGOMERY+NATIONAL+HISTORIC+TRAIL+COMPREHENSIVE+MANAGEMENT+PLAN%2C+ALABAMA.&rft.title=SELMA+TO+MONTGOMERY+NATIONAL+HISTORIC+TRAIL+COMPREHENSIVE+MANAGEMENT+PLAN%2C+ALABAMA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service; DOI N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: July 1, 2001 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - MEMPHIS TO ATLANTA CORRIDOR, FROM INTERSTATE HIGHWAY 65 IN NORTH CENTRAL ALABAMA EASTWARD TO THE GEORGIA STATE LINE; CHEROKEE, DEKALB, JACKSON, LIMESTONE, MADISON, MARSHALL, AND MORGAN COUNTIES, ALABAMA. AN - 36412101; 8862 AB - PURPOSE: The construction of an east-west highway from Interstate Highway 65 (I-65) in north-central Alabama eastward to the Alabama/Georgia state line is proposed. The project would constitute a portion of the Memphis to Atlanta Congressional High Priority Corridor. The southern boundary of the High Priority Corridor begins at I-65 north of Athens, Alabama, and extends eastward, passing south of Guntersville, Alabama, and intersecting with the Alabama/Georgia state line south of Alabama State Route 9 (AL 9). The northern boundary of the study area begins at I-65 north of Athens, Alabama, and extends eastward passing north of Huntsville, Alabama, and curving to the southeast to pass north of Scottsboro and Fort Payne, Alabama, before continuing southeast to intersect with the Alabama/Georgia state line north of AL 9. The portion of the project under consideration in this draft EIS would extend approximately 91 miles. Six build alternatives, a No Action Alternative, and mass transit and demand management strategies are considered in this draft EIS. The six build alternatives would vary largely in alignment; associated design alterations are also under consideration. The highway would be a fully controlled access facility and generally lie within a 295-foot right-of-way, but greater right-of-way area would be necessary at interchange locations. Depending of the build alternative selected, the estimated cost of the project is approximately $1.3 billion to approximately $1.7 billion. POSITIVE IMPACTS: The project would provide a safe, efficient freeway linking communities in northeastern Alabama, enhance east-west regional and interstate mobility within the National Highway System, and provide infrastructure that would promote economic development and commerce by connecting regional businesses centers. NEGATIVE IMPACTS: Under the build alternatives, the rights-of-way requirements would result in the conversion of approximately five square miles of land to roadway use, involving the displacement of commercial, residential, agricultural, and forested land and the associated wildlife habitat, including habitat for federally protected species of plants and animals. The project would include the relocations of up to 43 businesses, 6 nonprofit organizations, and 314 residences. The project would also result in the loss of up to approximately 122.8 acres of wetlands and the traversing of floodplains. Culverts and bridge structures would be required, involving channel modifications in some areas. Traffic-generated noise levels along the corridor would exceed federal standards at up to 549 sensitive receptor sites, though noise barriers could mitigate some of these impacts. Several historic and archaeological sites, potentially eligible or eligible for inclusion in the National Register of Historic Places, would be adversely affected by the project. Construction workers would encounter up to 18 hazardous waste sites along the project 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.), General Bridge Act of 1946 (33 U.S.C. 535), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), and National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.). JF - EPA number: 010239, 567 pages, June 26, 2001 PY - 2001 KW - Roads and Railroads KW - Agency number: FHWA-AL-EIS-97-01-D KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Wetlands KW - Alabama KW - Department of Transportation Act of 1966, as amended, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - National Historic Preservation Act of 1966, as amended, Archaeological Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36412101?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-06-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MEMPHIS+TO+ATLANTA+CORRIDOR%2C+FROM+INTERSTATE+HIGHWAY+65+IN+NORTH+CENTRAL+ALABAMA+EASTWARD+TO+THE+GEORGIA+STATE+LINE%3B+CHEROKEE%2C+DEKALB%2C+JACKSON%2C+LIMESTONE%2C+MADISON%2C+MARSHALL%2C+AND+MORGAN+COUNTIES%2C+ALABAMA.&rft.title=MEMPHIS+TO+ATLANTA+CORRIDOR%2C+FROM+INTERSTATE+HIGHWAY+65+IN+NORTH+CENTRAL+ALABAMA+EASTWARD+TO+THE+GEORGIA+STATE+LINE%3B+CHEROKEE%2C+DEKALB%2C+JACKSON%2C+LIMESTONE%2C+MADISON%2C+MARSHALL%2C+AND+MORGAN+COUNTIES%2C+ALABAMA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Montgomery, Alabama; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: June 26, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE 86/ROUTE 15 INTERCHANGE AND ROUTE 15/GANG MILLS INTERCHANGE, TOWN OF ERWIN, STEUBEN COUNTY, NEW YORK (P.I.N. 6008.07.121). [Part 12 of 12] T2 - INTERSTATE 86/ROUTE 15 INTERCHANGE AND ROUTE 15/GANG MILLS INTERCHANGE, TOWN OF ERWIN, STEUBEN COUNTY, NEW YORK (P.I.N. 6008.07.121). AN - 36388295; 9258-020142_0012 AB - PURPOSE: The improvement of the Interstate 86 (I-86)/US 15 interchange County, New York is proposed to provide a fully directional interchange. The present juncture provides at-grade signal controlled connections for three of the four primary connections between US 15 and I-16 along with the commingling of local and regional traffic flows, including some high volume local movements. Hamilton Street presently extends southward from the village of Painted Post, becomes Route 15, and provides the only locally available river crossing and connection between Painted Post and Gang Mills. South of the project area, US 15 is a fully controlled access highway for the majority of its length to the Pennsylvania Border. The newly designated I-86 (formerly State Route 17) is a fully controlled access highway for a majority of its length across the southern Tier of New York. Local and regional traffic flows on US 15 and I-86 are expected to grow substantially in the future. Five alternatives, including a No Build Alternative, are considered in this final EIS. Each build alternative would involve the complete reconfiguration and reconstruction of the existing interchanges. Additionally, each build alternative would provide accommodations for the heavy traffic movements to and from Corning and Gang Mills and incorporate multiple river crossings for emergency purposes. Depending on the alternative considered, construction costs range from $95.3 million to $99.7 million; total project cost estimates range from $107.5 million to $112.3 million. Estimated construction and total costs for the preferred (Alternative 14, modified) alternative are $97.4 million and $112.2 million, respectively. POSITIVE IMPACTS: The project would increase interchange capacity and provide for separation of local and regional traffic. Major regional and interstate movements of passengers and goods would be enhanced significantly. High accident rates currently characterizing and juncture between the highways would decline significantly. The project would contribute to community cohesion and overall public safety. NEGATIVE IMPACTS: Rights-of-way requirements for the preferred alternative would necessitate displacement of three businesses. Major modification of nearby railroad facilities would be required. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 01-0335D, Volume 25, Number 3. JF - EPA number: 020142, Final EIS (Part A)--422 pages, Final EIS (Part B)--377 pages and maps--187 pages and maps, Appendices A-B--66 pages, Appendix C--197 pages (oversize), Appendix D--90 pages, Appendices E-F--227 pages and maps, Appendices G-H--77 pages and maps, Appendix I--52 pages and maps, Appendices J-L--93 pages and maps, Appendix M--371 pages and maps, Appendix N--15 pages, June 22, 2001 PY - 2001 VL - 12 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-00-02-F KW - Air Quality Assessments KW - Bridges KW - Cost Assessments KW - Energy Consumption Assessments KW - Highways KW - Highway Structures KW - Noise Assessments KW - Railroads KW - Railroad Structures KW - Section 4(f) Statements KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Traffic Analyses KW - Visual Resources Surveys KW - Water Quality KW - New York KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36388295?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-06-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+86%2FROUTE+15+INTERCHANGE+AND+ROUTE+15%2FGANG+MILLS+INTERCHANGE%2C+TOWN+OF+ERWIN%2C+STEUBEN+COUNTY%2C+NEW+YORK+%28P.I.N.+6008.07.121%29.&rft.title=INTERSTATE+86%2FROUTE+15+INTERCHANGE+AND+ROUTE+15%2FGANG+MILLS+INTERCHANGE%2C+TOWN+OF+ERWIN%2C+STEUBEN+COUNTY%2C+NEW+YORK+%28P.I.N.+6008.07.121%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 - 2006-05-01 N1 - SuppNotes - Final. Preparation date: June 22, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE 86/ROUTE 15 INTERCHANGE AND ROUTE 15/GANG MILLS INTERCHANGE, TOWN OF ERWIN, STEUBEN COUNTY, NEW YORK (P.I.N. 6008.07.121). [Part 11 of 12] T2 - INTERSTATE 86/ROUTE 15 INTERCHANGE AND ROUTE 15/GANG MILLS INTERCHANGE, TOWN OF ERWIN, STEUBEN COUNTY, NEW YORK (P.I.N. 6008.07.121). AN - 36387373; 9258-020142_0011 AB - PURPOSE: The improvement of the Interstate 86 (I-86)/US 15 interchange County, New York is proposed to provide a fully directional interchange. The present juncture provides at-grade signal controlled connections for three of the four primary connections between US 15 and I-16 along with the commingling of local and regional traffic flows, including some high volume local movements. Hamilton Street presently extends southward from the village of Painted Post, becomes Route 15, and provides the only locally available river crossing and connection between Painted Post and Gang Mills. South of the project area, US 15 is a fully controlled access highway for the majority of its length to the Pennsylvania Border. The newly designated I-86 (formerly State Route 17) is a fully controlled access highway for a majority of its length across the southern Tier of New York. Local and regional traffic flows on US 15 and I-86 are expected to grow substantially in the future. Five alternatives, including a No Build Alternative, are considered in this final EIS. Each build alternative would involve the complete reconfiguration and reconstruction of the existing interchanges. Additionally, each build alternative would provide accommodations for the heavy traffic movements to and from Corning and Gang Mills and incorporate multiple river crossings for emergency purposes. Depending on the alternative considered, construction costs range from $95.3 million to $99.7 million; total project cost estimates range from $107.5 million to $112.3 million. Estimated construction and total costs for the preferred (Alternative 14, modified) alternative are $97.4 million and $112.2 million, respectively. POSITIVE IMPACTS: The project would increase interchange capacity and provide for separation of local and regional traffic. Major regional and interstate movements of passengers and goods would be enhanced significantly. High accident rates currently characterizing and juncture between the highways would decline significantly. The project would contribute to community cohesion and overall public safety. NEGATIVE IMPACTS: Rights-of-way requirements for the preferred alternative would necessitate displacement of three businesses. Major modification of nearby railroad facilities would be required. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 01-0335D, Volume 25, Number 3. JF - EPA number: 020142, Final EIS (Part A)--422 pages, Final EIS (Part B)--377 pages and maps--187 pages and maps, Appendices A-B--66 pages, Appendix C--197 pages (oversize), Appendix D--90 pages, Appendices E-F--227 pages and maps, Appendices G-H--77 pages and maps, Appendix I--52 pages and maps, Appendices J-L--93 pages and maps, Appendix M--371 pages and maps, Appendix N--15 pages, June 22, 2001 PY - 2001 VL - 11 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-00-02-F KW - Air Quality Assessments KW - Bridges KW - Cost Assessments KW - Energy Consumption Assessments KW - Highways KW - Highway Structures KW - Noise Assessments KW - Railroads KW - Railroad Structures KW - Section 4(f) Statements KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Traffic Analyses KW - Visual Resources Surveys KW - Water Quality KW - New York KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36387373?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-06-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+86%2FROUTE+15+INTERCHANGE+AND+ROUTE+15%2FGANG+MILLS+INTERCHANGE%2C+TOWN+OF+ERWIN%2C+STEUBEN+COUNTY%2C+NEW+YORK+%28P.I.N.+6008.07.121%29.&rft.title=INTERSTATE+86%2FROUTE+15+INTERCHANGE+AND+ROUTE+15%2FGANG+MILLS+INTERCHANGE%2C+TOWN+OF+ERWIN%2C+STEUBEN+COUNTY%2C+NEW+YORK+%28P.I.N.+6008.07.121%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 - 2006-05-01 N1 - SuppNotes - Final. Preparation date: June 22, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE 86/ROUTE 15 INTERCHANGE AND ROUTE 15/GANG MILLS INTERCHANGE, TOWN OF ERWIN, STEUBEN COUNTY, NEW YORK (P.I.N. 6008.07.121). [Part 2 of 12] T2 - INTERSTATE 86/ROUTE 15 INTERCHANGE AND ROUTE 15/GANG MILLS INTERCHANGE, TOWN OF ERWIN, STEUBEN COUNTY, NEW YORK (P.I.N. 6008.07.121). AN - 36387336; 9258-020142_0002 AB - PURPOSE: The improvement of the Interstate 86 (I-86)/US 15 interchange County, New York is proposed to provide a fully directional interchange. The present juncture provides at-grade signal controlled connections for three of the four primary connections between US 15 and I-16 along with the commingling of local and regional traffic flows, including some high volume local movements. Hamilton Street presently extends southward from the village of Painted Post, becomes Route 15, and provides the only locally available river crossing and connection between Painted Post and Gang Mills. South of the project area, US 15 is a fully controlled access highway for the majority of its length to the Pennsylvania Border. The newly designated I-86 (formerly State Route 17) is a fully controlled access highway for a majority of its length across the southern Tier of New York. Local and regional traffic flows on US 15 and I-86 are expected to grow substantially in the future. Five alternatives, including a No Build Alternative, are considered in this final EIS. Each build alternative would involve the complete reconfiguration and reconstruction of the existing interchanges. Additionally, each build alternative would provide accommodations for the heavy traffic movements to and from Corning and Gang Mills and incorporate multiple river crossings for emergency purposes. Depending on the alternative considered, construction costs range from $95.3 million to $99.7 million; total project cost estimates range from $107.5 million to $112.3 million. Estimated construction and total costs for the preferred (Alternative 14, modified) alternative are $97.4 million and $112.2 million, respectively. POSITIVE IMPACTS: The project would increase interchange capacity and provide for separation of local and regional traffic. Major regional and interstate movements of passengers and goods would be enhanced significantly. High accident rates currently characterizing and juncture between the highways would decline significantly. The project would contribute to community cohesion and overall public safety. NEGATIVE IMPACTS: Rights-of-way requirements for the preferred alternative would necessitate displacement of three businesses. Major modification of nearby railroad facilities would be required. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 01-0335D, Volume 25, Number 3. JF - EPA number: 020142, Final EIS (Part A)--422 pages, Final EIS (Part B)--377 pages and maps--187 pages and maps, Appendices A-B--66 pages, Appendix C--197 pages (oversize), Appendix D--90 pages, Appendices E-F--227 pages and maps, Appendices G-H--77 pages and maps, Appendix I--52 pages and maps, Appendices J-L--93 pages and maps, Appendix M--371 pages and maps, Appendix N--15 pages, June 22, 2001 PY - 2001 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-00-02-F KW - Air Quality Assessments KW - Bridges KW - Cost Assessments KW - Energy Consumption Assessments KW - Highways KW - Highway Structures KW - Noise Assessments KW - Railroads KW - Railroad Structures KW - Section 4(f) Statements KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Traffic Analyses KW - Visual Resources Surveys KW - Water Quality KW - New York KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36387336?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-06-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+86%2FROUTE+15+INTERCHANGE+AND+ROUTE+15%2FGANG+MILLS+INTERCHANGE%2C+TOWN+OF+ERWIN%2C+STEUBEN+COUNTY%2C+NEW+YORK+%28P.I.N.+6008.07.121%29.&rft.title=INTERSTATE+86%2FROUTE+15+INTERCHANGE+AND+ROUTE+15%2FGANG+MILLS+INTERCHANGE%2C+TOWN+OF+ERWIN%2C+STEUBEN+COUNTY%2C+NEW+YORK+%28P.I.N.+6008.07.121%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 - 2006-05-01 N1 - SuppNotes - Final. Preparation date: June 22, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE 86/ROUTE 15 INTERCHANGE AND ROUTE 15/GANG MILLS INTERCHANGE, TOWN OF ERWIN, STEUBEN COUNTY, NEW YORK (P.I.N. 6008.07.121). [Part 1 of 12] T2 - INTERSTATE 86/ROUTE 15 INTERCHANGE AND ROUTE 15/GANG MILLS INTERCHANGE, TOWN OF ERWIN, STEUBEN COUNTY, NEW YORK (P.I.N. 6008.07.121). AN - 36387085; 9258-020142_0001 AB - PURPOSE: The improvement of the Interstate 86 (I-86)/US 15 interchange County, New York is proposed to provide a fully directional interchange. The present juncture provides at-grade signal controlled connections for three of the four primary connections between US 15 and I-16 along with the commingling of local and regional traffic flows, including some high volume local movements. Hamilton Street presently extends southward from the village of Painted Post, becomes Route 15, and provides the only locally available river crossing and connection between Painted Post and Gang Mills. South of the project area, US 15 is a fully controlled access highway for the majority of its length to the Pennsylvania Border. The newly designated I-86 (formerly State Route 17) is a fully controlled access highway for a majority of its length across the southern Tier of New York. Local and regional traffic flows on US 15 and I-86 are expected to grow substantially in the future. Five alternatives, including a No Build Alternative, are considered in this final EIS. Each build alternative would involve the complete reconfiguration and reconstruction of the existing interchanges. Additionally, each build alternative would provide accommodations for the heavy traffic movements to and from Corning and Gang Mills and incorporate multiple river crossings for emergency purposes. Depending on the alternative considered, construction costs range from $95.3 million to $99.7 million; total project cost estimates range from $107.5 million to $112.3 million. Estimated construction and total costs for the preferred (Alternative 14, modified) alternative are $97.4 million and $112.2 million, respectively. POSITIVE IMPACTS: The project would increase interchange capacity and provide for separation of local and regional traffic. Major regional and interstate movements of passengers and goods would be enhanced significantly. High accident rates currently characterizing and juncture between the highways would decline significantly. The project would contribute to community cohesion and overall public safety. NEGATIVE IMPACTS: Rights-of-way requirements for the preferred alternative would necessitate displacement of three businesses. Major modification of nearby railroad facilities would be required. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 01-0335D, Volume 25, Number 3. JF - EPA number: 020142, Final EIS (Part A)--422 pages, Final EIS (Part B)--377 pages and maps--187 pages and maps, Appendices A-B--66 pages, Appendix C--197 pages (oversize), Appendix D--90 pages, Appendices E-F--227 pages and maps, Appendices G-H--77 pages and maps, Appendix I--52 pages and maps, Appendices J-L--93 pages and maps, Appendix M--371 pages and maps, Appendix N--15 pages, June 22, 2001 PY - 2001 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-00-02-F KW - Air Quality Assessments KW - Bridges KW - Cost Assessments KW - Energy Consumption Assessments KW - Highways KW - Highway Structures KW - Noise Assessments KW - Railroads KW - Railroad Structures KW - Section 4(f) Statements KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Traffic Analyses KW - Visual Resources Surveys KW - Water Quality KW - New York KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36387085?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-06-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+86%2FROUTE+15+INTERCHANGE+AND+ROUTE+15%2FGANG+MILLS+INTERCHANGE%2C+TOWN+OF+ERWIN%2C+STEUBEN+COUNTY%2C+NEW+YORK+%28P.I.N.+6008.07.121%29.&rft.title=INTERSTATE+86%2FROUTE+15+INTERCHANGE+AND+ROUTE+15%2FGANG+MILLS+INTERCHANGE%2C+TOWN+OF+ERWIN%2C+STEUBEN+COUNTY%2C+NEW+YORK+%28P.I.N.+6008.07.121%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 - 2006-05-01 N1 - SuppNotes - Final. Preparation date: June 22, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE 86/ROUTE 15 INTERCHANGE AND ROUTE 15/GANG MILLS INTERCHANGE, TOWN OF ERWIN, STEUBEN COUNTY, NEW YORK (P.I.N. 6008.07.121). [Part 5 of 12] T2 - INTERSTATE 86/ROUTE 15 INTERCHANGE AND ROUTE 15/GANG MILLS INTERCHANGE, TOWN OF ERWIN, STEUBEN COUNTY, NEW YORK (P.I.N. 6008.07.121). AN - 36385107; 9258-020142_0005 AB - PURPOSE: The improvement of the Interstate 86 (I-86)/US 15 interchange County, New York is proposed to provide a fully directional interchange. The present juncture provides at-grade signal controlled connections for three of the four primary connections between US 15 and I-16 along with the commingling of local and regional traffic flows, including some high volume local movements. Hamilton Street presently extends southward from the village of Painted Post, becomes Route 15, and provides the only locally available river crossing and connection between Painted Post and Gang Mills. South of the project area, US 15 is a fully controlled access highway for the majority of its length to the Pennsylvania Border. The newly designated I-86 (formerly State Route 17) is a fully controlled access highway for a majority of its length across the southern Tier of New York. Local and regional traffic flows on US 15 and I-86 are expected to grow substantially in the future. Five alternatives, including a No Build Alternative, are considered in this final EIS. Each build alternative would involve the complete reconfiguration and reconstruction of the existing interchanges. Additionally, each build alternative would provide accommodations for the heavy traffic movements to and from Corning and Gang Mills and incorporate multiple river crossings for emergency purposes. Depending on the alternative considered, construction costs range from $95.3 million to $99.7 million; total project cost estimates range from $107.5 million to $112.3 million. Estimated construction and total costs for the preferred (Alternative 14, modified) alternative are $97.4 million and $112.2 million, respectively. POSITIVE IMPACTS: The project would increase interchange capacity and provide for separation of local and regional traffic. Major regional and interstate movements of passengers and goods would be enhanced significantly. High accident rates currently characterizing and juncture between the highways would decline significantly. The project would contribute to community cohesion and overall public safety. NEGATIVE IMPACTS: Rights-of-way requirements for the preferred alternative would necessitate displacement of three businesses. Major modification of nearby railroad facilities would be required. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 01-0335D, Volume 25, Number 3. JF - EPA number: 020142, Final EIS (Part A)--422 pages, Final EIS (Part B)--377 pages and maps--187 pages and maps, Appendices A-B--66 pages, Appendix C--197 pages (oversize), Appendix D--90 pages, Appendices E-F--227 pages and maps, Appendices G-H--77 pages and maps, Appendix I--52 pages and maps, Appendices J-L--93 pages and maps, Appendix M--371 pages and maps, Appendix N--15 pages, June 22, 2001 PY - 2001 VL - 5 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-00-02-F KW - Air Quality Assessments KW - Bridges KW - Cost Assessments KW - Energy Consumption Assessments KW - Highways KW - Highway Structures KW - Noise Assessments KW - Railroads KW - Railroad Structures KW - Section 4(f) Statements KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Traffic Analyses KW - Visual Resources Surveys KW - Water Quality KW - New York KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36385107?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-06-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+86%2FROUTE+15+INTERCHANGE+AND+ROUTE+15%2FGANG+MILLS+INTERCHANGE%2C+TOWN+OF+ERWIN%2C+STEUBEN+COUNTY%2C+NEW+YORK+%28P.I.N.+6008.07.121%29.&rft.title=INTERSTATE+86%2FROUTE+15+INTERCHANGE+AND+ROUTE+15%2FGANG+MILLS+INTERCHANGE%2C+TOWN+OF+ERWIN%2C+STEUBEN+COUNTY%2C+NEW+YORK+%28P.I.N.+6008.07.121%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 - 2006-05-01 N1 - SuppNotes - Final. Preparation date: June 22, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE 86/ROUTE 15 INTERCHANGE AND ROUTE 15/GANG MILLS INTERCHANGE, TOWN OF ERWIN, STEUBEN COUNTY, NEW YORK (P.I.N. 6008.07.121). [Part 8 of 12] T2 - INTERSTATE 86/ROUTE 15 INTERCHANGE AND ROUTE 15/GANG MILLS INTERCHANGE, TOWN OF ERWIN, STEUBEN COUNTY, NEW YORK (P.I.N. 6008.07.121). AN - 36382639; 9258-020142_0008 AB - PURPOSE: The improvement of the Interstate 86 (I-86)/US 15 interchange County, New York is proposed to provide a fully directional interchange. The present juncture provides at-grade signal controlled connections for three of the four primary connections between US 15 and I-16 along with the commingling of local and regional traffic flows, including some high volume local movements. Hamilton Street presently extends southward from the village of Painted Post, becomes Route 15, and provides the only locally available river crossing and connection between Painted Post and Gang Mills. South of the project area, US 15 is a fully controlled access highway for the majority of its length to the Pennsylvania Border. The newly designated I-86 (formerly State Route 17) is a fully controlled access highway for a majority of its length across the southern Tier of New York. Local and regional traffic flows on US 15 and I-86 are expected to grow substantially in the future. Five alternatives, including a No Build Alternative, are considered in this final EIS. Each build alternative would involve the complete reconfiguration and reconstruction of the existing interchanges. Additionally, each build alternative would provide accommodations for the heavy traffic movements to and from Corning and Gang Mills and incorporate multiple river crossings for emergency purposes. Depending on the alternative considered, construction costs range from $95.3 million to $99.7 million; total project cost estimates range from $107.5 million to $112.3 million. Estimated construction and total costs for the preferred (Alternative 14, modified) alternative are $97.4 million and $112.2 million, respectively. POSITIVE IMPACTS: The project would increase interchange capacity and provide for separation of local and regional traffic. Major regional and interstate movements of passengers and goods would be enhanced significantly. High accident rates currently characterizing and juncture between the highways would decline significantly. The project would contribute to community cohesion and overall public safety. NEGATIVE IMPACTS: Rights-of-way requirements for the preferred alternative would necessitate displacement of three businesses. Major modification of nearby railroad facilities would be required. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 01-0335D, Volume 25, Number 3. JF - EPA number: 020142, Final EIS (Part A)--422 pages, Final EIS (Part B)--377 pages and maps--187 pages and maps, Appendices A-B--66 pages, Appendix C--197 pages (oversize), Appendix D--90 pages, Appendices E-F--227 pages and maps, Appendices G-H--77 pages and maps, Appendix I--52 pages and maps, Appendices J-L--93 pages and maps, Appendix M--371 pages and maps, Appendix N--15 pages, June 22, 2001 PY - 2001 VL - 8 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-00-02-F KW - Air Quality Assessments KW - Bridges KW - Cost Assessments KW - Energy Consumption Assessments KW - Highways KW - Highway Structures KW - Noise Assessments KW - Railroads KW - Railroad Structures KW - Section 4(f) Statements KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Traffic Analyses KW - Visual Resources Surveys KW - Water Quality KW - New York KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36382639?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-06-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+86%2FROUTE+15+INTERCHANGE+AND+ROUTE+15%2FGANG+MILLS+INTERCHANGE%2C+TOWN+OF+ERWIN%2C+STEUBEN+COUNTY%2C+NEW+YORK+%28P.I.N.+6008.07.121%29.&rft.title=INTERSTATE+86%2FROUTE+15+INTERCHANGE+AND+ROUTE+15%2FGANG+MILLS+INTERCHANGE%2C+TOWN+OF+ERWIN%2C+STEUBEN+COUNTY%2C+NEW+YORK+%28P.I.N.+6008.07.121%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 - 2006-05-01 N1 - SuppNotes - Final. Preparation date: June 22, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE 86/ROUTE 15 INTERCHANGE AND ROUTE 15/GANG MILLS INTERCHANGE, TOWN OF ERWIN, STEUBEN COUNTY, NEW YORK (P.I.N. 6008.07.121). [Part 6 of 12] T2 - INTERSTATE 86/ROUTE 15 INTERCHANGE AND ROUTE 15/GANG MILLS INTERCHANGE, TOWN OF ERWIN, STEUBEN COUNTY, NEW YORK (P.I.N. 6008.07.121). AN - 36378412; 9258-020142_0006 AB - PURPOSE: The improvement of the Interstate 86 (I-86)/US 15 interchange County, New York is proposed to provide a fully directional interchange. The present juncture provides at-grade signal controlled connections for three of the four primary connections between US 15 and I-16 along with the commingling of local and regional traffic flows, including some high volume local movements. Hamilton Street presently extends southward from the village of Painted Post, becomes Route 15, and provides the only locally available river crossing and connection between Painted Post and Gang Mills. South of the project area, US 15 is a fully controlled access highway for the majority of its length to the Pennsylvania Border. The newly designated I-86 (formerly State Route 17) is a fully controlled access highway for a majority of its length across the southern Tier of New York. Local and regional traffic flows on US 15 and I-86 are expected to grow substantially in the future. Five alternatives, including a No Build Alternative, are considered in this final EIS. Each build alternative would involve the complete reconfiguration and reconstruction of the existing interchanges. Additionally, each build alternative would provide accommodations for the heavy traffic movements to and from Corning and Gang Mills and incorporate multiple river crossings for emergency purposes. Depending on the alternative considered, construction costs range from $95.3 million to $99.7 million; total project cost estimates range from $107.5 million to $112.3 million. Estimated construction and total costs for the preferred (Alternative 14, modified) alternative are $97.4 million and $112.2 million, respectively. POSITIVE IMPACTS: The project would increase interchange capacity and provide for separation of local and regional traffic. Major regional and interstate movements of passengers and goods would be enhanced significantly. High accident rates currently characterizing and juncture between the highways would decline significantly. The project would contribute to community cohesion and overall public safety. NEGATIVE IMPACTS: Rights-of-way requirements for the preferred alternative would necessitate displacement of three businesses. Major modification of nearby railroad facilities would be required. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 01-0335D, Volume 25, Number 3. JF - EPA number: 020142, Final EIS (Part A)--422 pages, Final EIS (Part B)--377 pages and maps--187 pages and maps, Appendices A-B--66 pages, Appendix C--197 pages (oversize), Appendix D--90 pages, Appendices E-F--227 pages and maps, Appendices G-H--77 pages and maps, Appendix I--52 pages and maps, Appendices J-L--93 pages and maps, Appendix M--371 pages and maps, Appendix N--15 pages, June 22, 2001 PY - 2001 VL - 6 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-00-02-F KW - Air Quality Assessments KW - Bridges KW - Cost Assessments KW - Energy Consumption Assessments KW - Highways KW - Highway Structures KW - Noise Assessments KW - Railroads KW - Railroad Structures KW - Section 4(f) Statements KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Traffic Analyses KW - Visual Resources Surveys KW - Water Quality KW - New York KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36378412?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-06-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+86%2FROUTE+15+INTERCHANGE+AND+ROUTE+15%2FGANG+MILLS+INTERCHANGE%2C+TOWN+OF+ERWIN%2C+STEUBEN+COUNTY%2C+NEW+YORK+%28P.I.N.+6008.07.121%29.&rft.title=INTERSTATE+86%2FROUTE+15+INTERCHANGE+AND+ROUTE+15%2FGANG+MILLS+INTERCHANGE%2C+TOWN+OF+ERWIN%2C+STEUBEN+COUNTY%2C+NEW+YORK+%28P.I.N.+6008.07.121%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 - 2006-05-01 N1 - SuppNotes - Final. Preparation date: June 22, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE 86/ROUTE 15 INTERCHANGE AND ROUTE 15/GANG MILLS INTERCHANGE, TOWN OF ERWIN, STEUBEN COUNTY, NEW YORK (P.I.N. 6008.07.121). [Part 3 of 12] T2 - INTERSTATE 86/ROUTE 15 INTERCHANGE AND ROUTE 15/GANG MILLS INTERCHANGE, TOWN OF ERWIN, STEUBEN COUNTY, NEW YORK (P.I.N. 6008.07.121). AN - 36378082; 9258-020142_0003 AB - PURPOSE: The improvement of the Interstate 86 (I-86)/US 15 interchange County, New York is proposed to provide a fully directional interchange. The present juncture provides at-grade signal controlled connections for three of the four primary connections between US 15 and I-16 along with the commingling of local and regional traffic flows, including some high volume local movements. Hamilton Street presently extends southward from the village of Painted Post, becomes Route 15, and provides the only locally available river crossing and connection between Painted Post and Gang Mills. South of the project area, US 15 is a fully controlled access highway for the majority of its length to the Pennsylvania Border. The newly designated I-86 (formerly State Route 17) is a fully controlled access highway for a majority of its length across the southern Tier of New York. Local and regional traffic flows on US 15 and I-86 are expected to grow substantially in the future. Five alternatives, including a No Build Alternative, are considered in this final EIS. Each build alternative would involve the complete reconfiguration and reconstruction of the existing interchanges. Additionally, each build alternative would provide accommodations for the heavy traffic movements to and from Corning and Gang Mills and incorporate multiple river crossings for emergency purposes. Depending on the alternative considered, construction costs range from $95.3 million to $99.7 million; total project cost estimates range from $107.5 million to $112.3 million. Estimated construction and total costs for the preferred (Alternative 14, modified) alternative are $97.4 million and $112.2 million, respectively. POSITIVE IMPACTS: The project would increase interchange capacity and provide for separation of local and regional traffic. Major regional and interstate movements of passengers and goods would be enhanced significantly. High accident rates currently characterizing and juncture between the highways would decline significantly. The project would contribute to community cohesion and overall public safety. NEGATIVE IMPACTS: Rights-of-way requirements for the preferred alternative would necessitate displacement of three businesses. Major modification of nearby railroad facilities would be required. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 01-0335D, Volume 25, Number 3. JF - EPA number: 020142, Final EIS (Part A)--422 pages, Final EIS (Part B)--377 pages and maps--187 pages and maps, Appendices A-B--66 pages, Appendix C--197 pages (oversize), Appendix D--90 pages, Appendices E-F--227 pages and maps, Appendices G-H--77 pages and maps, Appendix I--52 pages and maps, Appendices J-L--93 pages and maps, Appendix M--371 pages and maps, Appendix N--15 pages, June 22, 2001 PY - 2001 VL - 3 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-00-02-F KW - Air Quality Assessments KW - Bridges KW - Cost Assessments KW - Energy Consumption Assessments KW - Highways KW - Highway Structures KW - Noise Assessments KW - Railroads KW - Railroad Structures KW - Section 4(f) Statements KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Traffic Analyses KW - Visual Resources Surveys KW - Water Quality KW - New York KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36378082?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-06-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+86%2FROUTE+15+INTERCHANGE+AND+ROUTE+15%2FGANG+MILLS+INTERCHANGE%2C+TOWN+OF+ERWIN%2C+STEUBEN+COUNTY%2C+NEW+YORK+%28P.I.N.+6008.07.121%29.&rft.title=INTERSTATE+86%2FROUTE+15+INTERCHANGE+AND+ROUTE+15%2FGANG+MILLS+INTERCHANGE%2C+TOWN+OF+ERWIN%2C+STEUBEN+COUNTY%2C+NEW+YORK+%28P.I.N.+6008.07.121%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 - 2006-05-01 N1 - SuppNotes - Final. Preparation date: June 22, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE 86/ROUTE 15 INTERCHANGE AND ROUTE 15/GANG MILLS INTERCHANGE, TOWN OF ERWIN, STEUBEN COUNTY, NEW YORK (P.I.N. 6008.07.121). [Part 4 of 12] T2 - INTERSTATE 86/ROUTE 15 INTERCHANGE AND ROUTE 15/GANG MILLS INTERCHANGE, TOWN OF ERWIN, STEUBEN COUNTY, NEW YORK (P.I.N. 6008.07.121). AN - 36378063; 9258-020142_0004 AB - PURPOSE: The improvement of the Interstate 86 (I-86)/US 15 interchange County, New York is proposed to provide a fully directional interchange. The present juncture provides at-grade signal controlled connections for three of the four primary connections between US 15 and I-16 along with the commingling of local and regional traffic flows, including some high volume local movements. Hamilton Street presently extends southward from the village of Painted Post, becomes Route 15, and provides the only locally available river crossing and connection between Painted Post and Gang Mills. South of the project area, US 15 is a fully controlled access highway for the majority of its length to the Pennsylvania Border. The newly designated I-86 (formerly State Route 17) is a fully controlled access highway for a majority of its length across the southern Tier of New York. Local and regional traffic flows on US 15 and I-86 are expected to grow substantially in the future. Five alternatives, including a No Build Alternative, are considered in this final EIS. Each build alternative would involve the complete reconfiguration and reconstruction of the existing interchanges. Additionally, each build alternative would provide accommodations for the heavy traffic movements to and from Corning and Gang Mills and incorporate multiple river crossings for emergency purposes. Depending on the alternative considered, construction costs range from $95.3 million to $99.7 million; total project cost estimates range from $107.5 million to $112.3 million. Estimated construction and total costs for the preferred (Alternative 14, modified) alternative are $97.4 million and $112.2 million, respectively. POSITIVE IMPACTS: The project would increase interchange capacity and provide for separation of local and regional traffic. Major regional and interstate movements of passengers and goods would be enhanced significantly. High accident rates currently characterizing and juncture between the highways would decline significantly. The project would contribute to community cohesion and overall public safety. NEGATIVE IMPACTS: Rights-of-way requirements for the preferred alternative would necessitate displacement of three businesses. Major modification of nearby railroad facilities would be required. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 01-0335D, Volume 25, Number 3. JF - EPA number: 020142, Final EIS (Part A)--422 pages, Final EIS (Part B)--377 pages and maps--187 pages and maps, Appendices A-B--66 pages, Appendix C--197 pages (oversize), Appendix D--90 pages, Appendices E-F--227 pages and maps, Appendices G-H--77 pages and maps, Appendix I--52 pages and maps, Appendices J-L--93 pages and maps, Appendix M--371 pages and maps, Appendix N--15 pages, June 22, 2001 PY - 2001 VL - 4 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-00-02-F KW - Air Quality Assessments KW - Bridges KW - Cost Assessments KW - Energy Consumption Assessments KW - Highways KW - Highway Structures KW - Noise Assessments KW - Railroads KW - Railroad Structures KW - Section 4(f) Statements KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Traffic Analyses KW - Visual Resources Surveys KW - Water Quality KW - New York KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36378063?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-06-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+86%2FROUTE+15+INTERCHANGE+AND+ROUTE+15%2FGANG+MILLS+INTERCHANGE%2C+TOWN+OF+ERWIN%2C+STEUBEN+COUNTY%2C+NEW+YORK+%28P.I.N.+6008.07.121%29.&rft.title=INTERSTATE+86%2FROUTE+15+INTERCHANGE+AND+ROUTE+15%2FGANG+MILLS+INTERCHANGE%2C+TOWN+OF+ERWIN%2C+STEUBEN+COUNTY%2C+NEW+YORK+%28P.I.N.+6008.07.121%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 - 2006-05-01 N1 - SuppNotes - Final. Preparation date: June 22, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE 86/ROUTE 15 INTERCHANGE AND ROUTE 15/GANG MILLS INTERCHANGE, TOWN OF ERWIN, STEUBEN COUNTY, NEW YORK (P.I.N. 6008.07.121). [Part 9 of 12] T2 - INTERSTATE 86/ROUTE 15 INTERCHANGE AND ROUTE 15/GANG MILLS INTERCHANGE, TOWN OF ERWIN, STEUBEN COUNTY, NEW YORK (P.I.N. 6008.07.121). AN - 36371787; 9258-020142_0009 AB - PURPOSE: The improvement of the Interstate 86 (I-86)/US 15 interchange County, New York is proposed to provide a fully directional interchange. The present juncture provides at-grade signal controlled connections for three of the four primary connections between US 15 and I-16 along with the commingling of local and regional traffic flows, including some high volume local movements. Hamilton Street presently extends southward from the village of Painted Post, becomes Route 15, and provides the only locally available river crossing and connection between Painted Post and Gang Mills. South of the project area, US 15 is a fully controlled access highway for the majority of its length to the Pennsylvania Border. The newly designated I-86 (formerly State Route 17) is a fully controlled access highway for a majority of its length across the southern Tier of New York. Local and regional traffic flows on US 15 and I-86 are expected to grow substantially in the future. Five alternatives, including a No Build Alternative, are considered in this final EIS. Each build alternative would involve the complete reconfiguration and reconstruction of the existing interchanges. Additionally, each build alternative would provide accommodations for the heavy traffic movements to and from Corning and Gang Mills and incorporate multiple river crossings for emergency purposes. Depending on the alternative considered, construction costs range from $95.3 million to $99.7 million; total project cost estimates range from $107.5 million to $112.3 million. Estimated construction and total costs for the preferred (Alternative 14, modified) alternative are $97.4 million and $112.2 million, respectively. POSITIVE IMPACTS: The project would increase interchange capacity and provide for separation of local and regional traffic. Major regional and interstate movements of passengers and goods would be enhanced significantly. High accident rates currently characterizing and juncture between the highways would decline significantly. The project would contribute to community cohesion and overall public safety. NEGATIVE IMPACTS: Rights-of-way requirements for the preferred alternative would necessitate displacement of three businesses. Major modification of nearby railroad facilities would be required. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 01-0335D, Volume 25, Number 3. JF - EPA number: 020142, Final EIS (Part A)--422 pages, Final EIS (Part B)--377 pages and maps--187 pages and maps, Appendices A-B--66 pages, Appendix C--197 pages (oversize), Appendix D--90 pages, Appendices E-F--227 pages and maps, Appendices G-H--77 pages and maps, Appendix I--52 pages and maps, Appendices J-L--93 pages and maps, Appendix M--371 pages and maps, Appendix N--15 pages, June 22, 2001 PY - 2001 VL - 9 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-00-02-F KW - Air Quality Assessments KW - Bridges KW - Cost Assessments KW - Energy Consumption Assessments KW - Highways KW - Highway Structures KW - Noise Assessments KW - Railroads KW - Railroad Structures KW - Section 4(f) Statements KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Traffic Analyses KW - Visual Resources Surveys KW - Water Quality KW - New York KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36371787?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-06-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+86%2FROUTE+15+INTERCHANGE+AND+ROUTE+15%2FGANG+MILLS+INTERCHANGE%2C+TOWN+OF+ERWIN%2C+STEUBEN+COUNTY%2C+NEW+YORK+%28P.I.N.+6008.07.121%29.&rft.title=INTERSTATE+86%2FROUTE+15+INTERCHANGE+AND+ROUTE+15%2FGANG+MILLS+INTERCHANGE%2C+TOWN+OF+ERWIN%2C+STEUBEN+COUNTY%2C+NEW+YORK+%28P.I.N.+6008.07.121%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 - 2006-05-01 N1 - SuppNotes - Final. Preparation date: June 22, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE 86/ROUTE 15 INTERCHANGE AND ROUTE 15/GANG MILLS INTERCHANGE, TOWN OF ERWIN, STEUBEN COUNTY, NEW YORK (P.I.N. 6008.07.121). [Part 7 of 12] T2 - INTERSTATE 86/ROUTE 15 INTERCHANGE AND ROUTE 15/GANG MILLS INTERCHANGE, TOWN OF ERWIN, STEUBEN COUNTY, NEW YORK (P.I.N. 6008.07.121). AN - 36371727; 9258-020142_0007 AB - PURPOSE: The improvement of the Interstate 86 (I-86)/US 15 interchange County, New York is proposed to provide a fully directional interchange. The present juncture provides at-grade signal controlled connections for three of the four primary connections between US 15 and I-16 along with the commingling of local and regional traffic flows, including some high volume local movements. Hamilton Street presently extends southward from the village of Painted Post, becomes Route 15, and provides the only locally available river crossing and connection between Painted Post and Gang Mills. South of the project area, US 15 is a fully controlled access highway for the majority of its length to the Pennsylvania Border. The newly designated I-86 (formerly State Route 17) is a fully controlled access highway for a majority of its length across the southern Tier of New York. Local and regional traffic flows on US 15 and I-86 are expected to grow substantially in the future. Five alternatives, including a No Build Alternative, are considered in this final EIS. Each build alternative would involve the complete reconfiguration and reconstruction of the existing interchanges. Additionally, each build alternative would provide accommodations for the heavy traffic movements to and from Corning and Gang Mills and incorporate multiple river crossings for emergency purposes. Depending on the alternative considered, construction costs range from $95.3 million to $99.7 million; total project cost estimates range from $107.5 million to $112.3 million. Estimated construction and total costs for the preferred (Alternative 14, modified) alternative are $97.4 million and $112.2 million, respectively. POSITIVE IMPACTS: The project would increase interchange capacity and provide for separation of local and regional traffic. Major regional and interstate movements of passengers and goods would be enhanced significantly. High accident rates currently characterizing and juncture between the highways would decline significantly. The project would contribute to community cohesion and overall public safety. NEGATIVE IMPACTS: Rights-of-way requirements for the preferred alternative would necessitate displacement of three businesses. Major modification of nearby railroad facilities would be required. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 01-0335D, Volume 25, Number 3. JF - EPA number: 020142, Final EIS (Part A)--422 pages, Final EIS (Part B)--377 pages and maps--187 pages and maps, Appendices A-B--66 pages, Appendix C--197 pages (oversize), Appendix D--90 pages, Appendices E-F--227 pages and maps, Appendices G-H--77 pages and maps, Appendix I--52 pages and maps, Appendices J-L--93 pages and maps, Appendix M--371 pages and maps, Appendix N--15 pages, June 22, 2001 PY - 2001 VL - 7 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-00-02-F KW - Air Quality Assessments KW - Bridges KW - Cost Assessments KW - Energy Consumption Assessments KW - Highways KW - Highway Structures KW - Noise Assessments KW - Railroads KW - Railroad Structures KW - Section 4(f) Statements KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Traffic Analyses KW - Visual Resources Surveys KW - Water Quality KW - New York KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36371727?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-06-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+86%2FROUTE+15+INTERCHANGE+AND+ROUTE+15%2FGANG+MILLS+INTERCHANGE%2C+TOWN+OF+ERWIN%2C+STEUBEN+COUNTY%2C+NEW+YORK+%28P.I.N.+6008.07.121%29.&rft.title=INTERSTATE+86%2FROUTE+15+INTERCHANGE+AND+ROUTE+15%2FGANG+MILLS+INTERCHANGE%2C+TOWN+OF+ERWIN%2C+STEUBEN+COUNTY%2C+NEW+YORK+%28P.I.N.+6008.07.121%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 - 2006-05-01 N1 - SuppNotes - Final. Preparation date: June 22, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE 86/ROUTE 15 INTERCHANGE AND ROUTE 15/GANG MILLS INTERCHANGE, TOWN OF ERWIN, STEUBEN COUNTY, NEW YORK (P.I.N. 6008.07.121). [Part /blobprod/objects_content/raw_input/EIS/epabundle/techbooks_updates/20080430//020142/020142_0010.txt of 12] T2 - INTERSTATE 86/ROUTE 15 INTERCHANGE AND ROUTE 15/GANG MILLS INTERCHANGE, TOWN OF ERWIN, STEUBEN COUNTY, NEW YORK (P.I.N. 6008.07.121). AN - 36368413; 9258-020142_0010 AB - PURPOSE: The improvement of the Interstate 86 (I-86)/US 15 interchange County, New York is proposed to provide a fully directional interchange. The present juncture provides at-grade signal controlled connections for three of the four primary connections between US 15 and I-16 along with the commingling of local and regional traffic flows, including some high volume local movements. Hamilton Street presently extends southward from the village of Painted Post, becomes Route 15, and provides the only locally available river crossing and connection between Painted Post and Gang Mills. South of the project area, US 15 is a fully controlled access highway for the majority of its length to the Pennsylvania Border. The newly designated I-86 (formerly State Route 17) is a fully controlled access highway for a majority of its length across the southern Tier of New York. Local and regional traffic flows on US 15 and I-86 are expected to grow substantially in the future. Five alternatives, including a No Build Alternative, are considered in this final EIS. Each build alternative would involve the complete reconfiguration and reconstruction of the existing interchanges. Additionally, each build alternative would provide accommodations for the heavy traffic movements to and from Corning and Gang Mills and incorporate multiple river crossings for emergency purposes. Depending on the alternative considered, construction costs range from $95.3 million to $99.7 million; total project cost estimates range from $107.5 million to $112.3 million. Estimated construction and total costs for the preferred (Alternative 14, modified) alternative are $97.4 million and $112.2 million, respectively. POSITIVE IMPACTS: The project would increase interchange capacity and provide for separation of local and regional traffic. Major regional and interstate movements of passengers and goods would be enhanced significantly. High accident rates currently characterizing and juncture between the highways would decline significantly. The project would contribute to community cohesion and overall public safety. NEGATIVE IMPACTS: Rights-of-way requirements for the preferred alternative would necessitate displacement of three businesses. Major modification of nearby railroad facilities would be required. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 01-0335D, Volume 25, Number 3. JF - EPA number: 020142, Final EIS (Part A)--422 pages, Final EIS (Part B)--377 pages and maps--187 pages and maps, Appendices A-B--66 pages, Appendix C--197 pages (oversize), Appendix D--90 pages, Appendices E-F--227 pages and maps, Appendices G-H--77 pages and maps, Appendix I--52 pages and maps, Appendices J-L--93 pages and maps, Appendix M--371 pages and maps, Appendix N--15 pages, June 22, 2001 PY - 2001 VL - /blobprod/objects_content/raw_input/EIS/epabundle/techbooks_updates/20080430//020142/020142_0010.txt KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-00-02-F KW - Air Quality Assessments KW - Bridges KW - Cost Assessments KW - Energy Consumption Assessments KW - Highways KW - Highway Structures KW - Noise Assessments KW - Railroads KW - Railroad Structures KW - Section 4(f) Statements KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Traffic Analyses KW - Visual Resources Surveys KW - Water Quality KW - New York KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36368413?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-06-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+86%2FROUTE+15+INTERCHANGE+AND+ROUTE+15%2FGANG+MILLS+INTERCHANGE%2C+TOWN+OF+ERWIN%2C+STEUBEN+COUNTY%2C+NEW+YORK+%28P.I.N.+6008.07.121%29.&rft.title=INTERSTATE+86%2FROUTE+15+INTERCHANGE+AND+ROUTE+15%2FGANG+MILLS+INTERCHANGE%2C+TOWN+OF+ERWIN%2C+STEUBEN+COUNTY%2C+NEW+YORK+%28P.I.N.+6008.07.121%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 - 2006-05-01 N1 - SuppNotes - Final. Preparation date: June 22, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE HIGHWAY 86/US ROUTE 15 INTERCHANGE AND US ROUTE 15/GANG MILLS INTERCHANGE, TOWN OF ERWIN, STEUBEN COUNTY, NEW YORK. AN - 16359878; 8557 AB - PURPOSE: The improvement of the Interstate Highway 86 (I-86)/US Route 15 (US 15) interchange, located in the town of Erwin in southern New York, is proposed. The project would provide a fully-directional interchange. The present juncture provides at-grade signal controlled connections for three of the four primary connections between US 15 and I-16 along with the commingling of local and regional traffic flows, including some high volume local movements. Hamilton Street presently extends southward from the village of Painted Post, becomes Route 15, and provides the only locally available river crossing and connection between Painted Post and Gang Mills. South of the project area, US 15 is a fully-controlled access highway for the majority of its length to the Pennsylvania Border. The newly designated I-86 (formerly New York State Route 17) is a fully-controlled access highway for a majority of its length across the southern Tier of New York. Local and regional traffic flows on US 15 and I-86 are expected to grow substantially in the future. Four alternatives, including a No Build Alternative, are considered in this draft EIS. Each build alternative would involve the complete reconfiguration and reconstruction of the existing interchanges. Additionally, each build alternative would provide accommodations for the heavy traffic movements to and from Corning and Gang Mills and incorporate multiple river crossings for emergency purposes. Depending on the alternative considered, the estimated construction costs are $95.3 million to $98.6 million; the total estimated project costs are $107.5 million to $112.3 million. The estimated construction and total costs under the preferred alternative (Alternative 14) are $95.3 million and $107.5 million, respectively. POSITIVE IMPACTS: The project would increase interchange capacity and provide for separation of local and regional traffic. Major regional and interstate movements of passengers and goods would be enhanced significantly. High accident rates currently characterizing and juncture between the highways would decline significantly. The project would contribute to community cohesion and overall public safety. NEGATIVE IMPACTS: The rights-of-way requirements for the preferred alternative would require the displacement of three businesses. Major modification of nearby railroad facilities would also be required. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 010235, Draft EIS--187 pages and maps, Appendices A-B--66 pages, Appendix C--197 pages (oversize), Appendix D--90 pages, Appendices E-F--227 pages and maps, Appendices G-H--77 pages and maps, Appendix I--52 pages and maps, Appendices J-L--93 pages and maps, Appendix M--371 pages and maps, Appendix N--15 pages, June 22, 2001 PY - 2001 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-00-02-D KW - Air Quality Assessments KW - Bridges KW - Cost Assessments KW - Energy Consumption Assessments KW - Highways KW - Highway Structures KW - Noise Assessments KW - Railroads KW - Railroad Structures KW - Section 4(f) Statements KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Traffic Analyses KW - Visual Resources Surveys KW - Water Quality KW - New York KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16359878?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-06-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+HIGHWAY+86%2FUS+ROUTE+15+INTERCHANGE+AND+US+ROUTE+15%2FGANG+MILLS+INTERCHANGE%2C+TOWN+OF+ERWIN%2C+STEUBEN+COUNTY%2C+NEW+YORK.&rft.title=INTERSTATE+HIGHWAY+86%2FUS+ROUTE+15+INTERCHANGE+AND+US+ROUTE+15%2FGANG+MILLS+INTERCHANGE%2C+TOWN+OF+ERWIN%2C+STEUBEN+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, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INDIANAPOLIS INTERNATIONAL AIRPORT MASTER PLAN DEVELOPMENT, INDIANAPOLIS, MARION COUNTY, INDIANA (SECOND FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF MAY 1992). AN - 16348169; 8554 AB - PURPOSE: The construction of a midfield terminal and associated facilities at the Indianapolis International Airport, located approximately seven miles southwest of downtown Indianapolis in central Indiana, is proposed. The 1992 final EIS proposed the development of several facilities at the airport. Included was the construction of a new runway and associated taxiways and additional taxiways, the relocation of power lines and Bridgeport Road, the implementation of air traffic actions aimed at noise abatement, the construction of a terminal, the relocation of the control tower, and the construction of a midfield interchange at the Interstate Highway 70 /Bridgeport Road intersection. A subsequent supplemental EIS, published in 1999, dealt further with noise abatement measures, but did not access the noise impacts due to the development and operation of the midfield terminal nor the other associated developments assessed in this supplemental EIS. This second final supplement to the final EIS of May 1992 addresses changes to the final EIS plan based on updated passenger enplanement estimates and associated alterations in facilities and facility designs. Thus far, as proposed in the final EIS, the replacement runway (5L/23R), the associated taxiways, and a western taxiway parallel to Runway 14/32 have been constructed, the transmission line and Bridgeport Road have been relocated, and the noise abatement measures have been implemented. Under the current proposal, the midfield terminal, a traffic control tower, and cross-field taxiways would be constructed. Service roadways and facilities providing parking for 15,800 cars would also be constructed. POSITIVE IMPACTS: The terminal facility would meet future long-term aircraft parking and passenger processing requirements. The control tower would be better situated to deal with the altered design of the airfield. The taxiways would support the terminal in relation to airport runways. Approximately 530 jobs would be created, and commercial and industrial development would be spurred. NEGATIVE IMPACTS: The project would result in the displacement of three houses and the exposure of approximately 41 houses and 106 persons to excessive noise levels. The project would also result in the loss of approximately 65 acres of wooded uplands, wooded emergent wetlands, and small streams, and the interchange project would result in the displacement of 344.8 acres of wildlife habitat. The project would also result in the displacement of approximately 132.2 acres of Indiana bat habitat, and the airport lies within the habitat of other endangered animal species, including bird species. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Federal Aviation Act of 1958 (49 U.S.C. App. 1301 et seq.), and 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 to which this final supplement is directly related, see 01-0108D, Volume 25, Number 2. For abstracts of previous draft and final supplemental EISs, see 99-0001D, Volume 23, Number 1, and 99-0317F, Volume 23, Number 4, respectively. For the abstracts of the draft and final EISs, see 92-0047D, Volume 16, Number 1, and 92-0141F, Volume 16, Number 2, respectively. JF - EPA number: 010232, 947 pages and maps, June 22, 2001 PY - 2001 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Air Quality Assessments KW - Birds KW - Endangered Species (Animals) KW - Employment KW - Forests KW - Highway Structures KW - Historic Sites Surveys KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Parking KW - Roads KW - Terminal Facilities KW - Transmission Lines KW - Transportation Surveys KW - Wetlands KW - Wildlife Habitat KW - Indiana KW - Airport and Airway Improvements Act of 1982, Compliance KW - Federal Aviation Act of 1958, 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/16348169?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-06-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INDIANAPOLIS+INTERNATIONAL+AIRPORT+MASTER+PLAN+DEVELOPMENT%2C+INDIANAPOLIS%2C+MARION+COUNTY%2C+INDIANA+%28SECOND+FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+MAY+1992%29.&rft.title=INDIANAPOLIS+INTERNATIONAL+AIRPORT+MASTER+PLAN+DEVELOPMENT%2C+INDIANAPOLIS%2C+MARION+COUNTY%2C+INDIANA+%28SECOND+FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+MAY+1992%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: June 22, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE 86/ROUTE 15 INTERCHANGE AND ROUTE 15/GANG MILLS INTERCHANGE, TOWN OF ERWIN, STEUBEN COUNTY, NEW YORK (P.I.N. 6008.07.121). AN - 16344377; 9258 AB - PURPOSE: The improvement of the Interstate 86 (I-86)/US 15 interchange County, New York is proposed to provide a fully directional interchange. The present juncture provides at-grade signal controlled connections for three of the four primary connections between US 15 and I-16 along with the commingling of local and regional traffic flows, including some high volume local movements. Hamilton Street presently extends southward from the village of Painted Post, becomes Route 15, and provides the only locally available river crossing and connection between Painted Post and Gang Mills. South of the project area, US 15 is a fully controlled access highway for the majority of its length to the Pennsylvania Border. The newly designated I-86 (formerly State Route 17) is a fully controlled access highway for a majority of its length across the southern Tier of New York. Local and regional traffic flows on US 15 and I-86 are expected to grow substantially in the future. Five alternatives, including a No Build Alternative, are considered in this final EIS. Each build alternative would involve the complete reconfiguration and reconstruction of the existing interchanges. Additionally, each build alternative would provide accommodations for the heavy traffic movements to and from Corning and Gang Mills and incorporate multiple river crossings for emergency purposes. Depending on the alternative considered, construction costs range from $95.3 million to $99.7 million; total project cost estimates range from $107.5 million to $112.3 million. Estimated construction and total costs for the preferred (Alternative 14, modified) alternative are $97.4 million and $112.2 million, respectively. POSITIVE IMPACTS: The project would increase interchange capacity and provide for separation of local and regional traffic. Major regional and interstate movements of passengers and goods would be enhanced significantly. High accident rates currently characterizing and juncture between the highways would decline significantly. The project would contribute to community cohesion and overall public safety. NEGATIVE IMPACTS: Rights-of-way requirements for the preferred alternative would necessitate displacement of three businesses. Major modification of nearby railroad facilities would be required. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 01-0335D, Volume 25, Number 3. JF - EPA number: 020142, Final EIS (Part A)--422 pages, Final EIS (Part B)--377 pages and maps--187 pages and maps, Appendices A-B--66 pages, Appendix C--197 pages (oversize), Appendix D--90 pages, Appendices E-F--227 pages and maps, Appendices G-H--77 pages and maps, Appendix I--52 pages and maps, Appendices J-L--93 pages and maps, Appendix M--371 pages and maps, Appendix N--15 pages, June 22, 2001 PY - 2001 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-00-02-F KW - Air Quality Assessments KW - Bridges KW - Cost Assessments KW - Energy Consumption Assessments KW - Highways KW - Highway Structures KW - Noise Assessments KW - Railroads KW - Railroad Structures KW - Section 4(f) Statements KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Traffic Analyses KW - Visual Resources Surveys KW - Water Quality KW - New York KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16344377?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-06-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+86%2FROUTE+15+INTERCHANGE+AND+ROUTE+15%2FGANG+MILLS+INTERCHANGE%2C+TOWN+OF+ERWIN%2C+STEUBEN+COUNTY%2C+NEW+YORK+%28P.I.N.+6008.07.121%29.&rft.title=INTERSTATE+86%2FROUTE+15+INTERCHANGE+AND+ROUTE+15%2FGANG+MILLS+INTERCHANGE%2C+TOWN+OF+ERWIN%2C+STEUBEN+COUNTY%2C+NEW+YORK+%28P.I.N.+6008.07.121%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 - 2006-05-01 N1 - SuppNotes - Final. Preparation date: June 22, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BIG SANDY ENERGY PROJECT, MOHAVE COUNTY, ARIZONA. AN - 36417780; 8545 AB - PURPOSE: The construction and operation of a 720-megawatt (720-MW) natural-gas-fired, combined-cycle power plant and ancillary facilities on private land, located in northwestern Arizona, are proposed. The project site is approximately four miles southeast of the community of Wikieup, and about two miles east of where US Highway 93 (US 93) crosses the Big Sandy River. Issues include short-term and long-term effects of groundwater use for power plant operations, including effects on future water supplies in the Wikieup area and stream flows in the Big Sandy River; direct and indirect effects on fish and wildlife resources and habitats, including the endangered southwestern willow flycatcher and wetland and riparian habitats; direct and indirect effects on the community and values of Wikieup from construction activity, air emissions, future land use changes, landscape changes, noise, and taxation changes; direct and indirect effects on water quality and use in the Project area, including any effects from the proposed pipeline construction; effects on cultural resources and traditional cultural values of Native Americans; effects on existing land uses from the pipeline construction; and federal agency fulfillment of Indian Trust responsibilities. Four alternatives, including a No Action Alternative, are considered in this draft EIS. Under proposed action, the power plant, which would occupy 33 acres of land on a 120-acre site, would be connected to the regional electric transmission grid through an existing 500-kilovolt (500-kV) transmission line owned and operated by the Western Area Power Commission (Western) and others, which passes through the power plant site. The plant would operate as a merchant plant, meaning that it would not be owned by a utility. Currently, there is no long-term commitment or obligation by any utility to purchase the capacity and energy generated by the proposed plant. The applicant, Caithness Big Sandy LLC (Caithness), has applied to connect its proposed power plant with the existing Mead-Phoenix Project 500-kV transmission line. Construction of segments of the access road, natural gas pipeline, and water pipelines and electrical control lines would require the granting of rights-of-way across federal lands administered by the Bureau of Land Management (BLM). Water necessary to cool the power plant generators and for other power plant uses and agricultural operations in the area would be provided via wells drilled on private land in the vicinity of the plant site. The access road to the plant and the well field would extend eastward to the plant site from US 93, crossing approximately two miles of public and private lands. The high-pressure natural gas pipeline would extend approximately 39 miles across private and public lands to the site from existing pipelines owned by several natural gas suppliers located along the Interstate 40 corridor. Agricultural development would occur on private lands adjacent to the access road immediately southwest of the proposed plant site. The BLM decision, which will be based on the environmental review process, will be whether to authorize rights-of-way on public lands administered by the BLM for portions of the proposed natural gas pipeline, access road, water pipelines, and transmission and control lines. For its part, Western will decide whether to execute an agreement with Caithness for interconnection with the Mead-Phoenix Project. POSITIVE IMPACTS: Caithness would be able to generate and deliver electricity to short- and medium-term energy markets in the western United States. Caithness would be committed to corporate environmental protection objectives. Regional objectives for economic development in the Big Sandy Valley would be supported by the provision of land adjacent to the facility, as well as water, for agricultural purposes. The connection of the plant to the Mead-Phoenix line would realize the intent of federal policy to provide open access for unused available transmission capacity to wholesale electrical generators, while maintaining the reliability of service to existing consumers. BLM oversight of the rights-of-way use would ensure maximum protection of the environment during construction and operation of the infrastructure. NEGATIVE IMPACTS: The withdrawal of groundwater for plant purposes could result in the shallow groundwater aquifer dropping by one foot; this effect would not be considered substantial. Groundwater pumping would affect flows from Cofer Hot Spring. Construction activities would adversely affect 13 acres of Big Sandy River and ephemeral stream channels and washes. The installation of the pipeline by trenching across the Big Sandy River would remove riparian vegetation, which would result in habitat loss for the endangered southwestern willow flycatcher and provide opportunity for increase in brood parasitism by cowbirds. The Hualapai Tribe would consider the presence of project structures in the Big Sandy Valley as a significant degradation of their aboriginal territory and adversely affect an important traditional cultural landscape. The Hualapai Tribe also considers archaeological sites that reflect the occupation of the area by the Hualapai and their ancestors to be traditional cultural places. Construction of the power plant would destroy part of one archaeological site, and other sites could be disturbed or destroyed by the construction of the natural gas pipeline and other features of the project. The Hualapai Tribe considers any disturbance of archaeological sites reflecting traditional occupation to be a significant adverse effect. LEGAL MANDATES: Department of Energy Organization Act of 1977 (P.L. 91-95), Federal Land Policy and Management Act of 1976 (43 U.S.C. 1701 et seq.), Federal Power Act of 1920 (16 U.S.C. 791(a) et seq.), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 010223, Draft EIS--487 pages and maps, Appendices--303 pages and maps, June 15, 2001 PY - 2001 KW - Energy KW - Agency number: DOE/EIS-0315 KW - Birds KW - Creeks KW - Cultural Resources KW - Electric Generators KW - Electric Power KW - Endangered Species (Animals) KW - Farmlands KW - Health Hazard Analyses KW - Indian Reservations KW - Industrial Water KW - Irrigation KW - Natural Gas KW - Pipelines KW - Rivers KW - Roads KW - Transmission Lines KW - Water Quality Assessments KW - Wetlands KW - Arizona KW - Big Sandy River KW - Department of Energy Organization Act of 1977, Compliance KW - Federal Land Policy and Management Act of 1976, Compliance KW - Federal Power Act of 1920, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36417780?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-06-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BIG+SANDY+ENERGY+PROJECT%2C+MOHAVE+COUNTY%2C+ARIZONA.&rft.title=BIG+SANDY+ENERGY+PROJECT%2C+MOHAVE+COUNTY%2C+ARIZONA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Energy, Western Area Power Administration, Phoenix, Arizona; DOE N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: June 15, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - 64-ACRE TRACT INTERMODAL TRANSIT CENTER, LAKE TAHOE BASIN MANAGEMENT UNIT, PLACER COUNTY, CALIFORNIA. AN - 16357395; 8547 AB - PURPOSE: The construction and operation of the Intermodal Transit Center and associated parking facilities on the 64-Acre Tract parcel, located in Tahoe City in eastern California, is proposed. The center would serve transit patrons of the north shore of Lake Tahoe as well as the Lake Tahoe region as a whole. The parcel is located just to the south of the Truckee River near the intersection of California State Route 89 (CA 89) and CA 28. The location of the center at this junction is identified in numerous planning documents recognizing a need for transportation improvements and for reducing reliance on private vehicles. Three alternatives, including a No Action Alternative, were considered in the draft EIS. The abbreviated final EIS includes the draft EIS, comments received on the draft EIS and responses to those comments, and certain technical appendices. Under the proposed alternative design, the project would involve the provision of an intersection on CA 89 to serve all facilities on the tract by expanding the existing T intersection at the River Access Road and repositioning it approximately 200 feet to the north to provide access as the new Site Access Road; the construction of the center and 130 parking spaces to the north of the existing River Access Road; the placement of a drop-off area in the parking lot near the center; the provision of parking for six buses and seating and waiting space to accommodate 100 persons; the provision of a linear, covered walkway to provide shelter for exterior benches close to the bus parking bays and bike racks at the perimeter to encourage intermodal use; and the construction of a portion of the recreational trail system along the northern boundary of the site to preserve the current trail loop system and avoid transit/trail user conflicts. [The Department of Transportation's, Federal Transit Administration (DOT/FTA) has adopted the Department of Agricultural's Forest Service final EIS number 000355, filed on 10 /12/2000 and appearing in the Federal Register on 10/20/2000. DOT /FTA was a cooperating agency for the above project. Recirculation of the final EIS is not necessary under Section 1506.3(c) of CEQ Regulations.] POSITIVE IMPACTS: By encouraging intermodal transport, the center would reduce traffic congestion and the attendant noise and air pollutant emissions. Parking provided by the project would improve access to the Truckee River. NEGATIVE IMPACTS: The center would displace 117,500 square feet of land and lie in an area affected by seismic activity. The use of runoff basins in areas characterized by high groundwater levels could result in the degradation of water quality. Traffic congestion during peak hours would increase somewhat at the intersection of CA 89 and the access road, at Fanny Bridge, at the intersection of Wye and CA 89/Tavern Shores access road, at the intersection of Granlibaken Road and CA 89, and on side streets approaching the site access road/CA 89 intersection. Traffic would result in significant increase in noise levels in the area. The facility would constitute a source of light and glare and otherwise impinge on the visual quality of the area. The project could adversely affect archaeological sites. Addition pedestrian traffic in the area of the center would pose a safety hazard. LEGAL MANDATES: National Forest Management Act of 1976 (16 U.S.C. 1600 et seq.). PRIOR REFERENCES: For the abstracts of the DOT's draft and final EIS, see 00-0283D, Volume 24, Number 3, and 01-0023F, Volume 25, Number 1, respectively. JF - EPA number: 010225 , Final EIS--345 pages, Draft EIS--334 pages, June 15, 2001 PY - 2001 KW - Roads and Railroads KW - Air Quality Assessments KW - Archaeological Sites KW - Cultural Resources KW - Hydrologic Assessments KW - Impact Assessment Methodology KW - Land Use KW - Noise Assessments KW - Parking KW - Recreation Resources KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Analyses KW - Trails KW - Transportation KW - Visual Resources KW - Water Quality KW - California KW - Lake Tahoe KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16357395?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-06-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=64-ACRE+TRACT+INTERMODAL+TRANSIT+CENTER%2C+LAKE+TAHOE+BASIN+MANAGEMENT+UNIT%2C+PLACER+COUNTY%2C+CALIFORNIA.&rft.title=64-ACRE+TRACT+INTERMODAL+TRANSIT+CENTER%2C+LAKE+TAHOE+BASIN+MANAGEMENT+UNIT%2C+PLACER+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: June 15, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US ROUTE 67; BUTLER, MADISON, AND WAYNE COUNTIES, MISSOURI. AN - 36414866; 8541 AB - PURPOSE: The improvement of an 85-mile stretch of US Route 67 (US 67) from a point south of Fredricktown to a point just south of the community of Neelyville, located in southeastern Missouri, is proposed. The project corridor is characterized by a predominantly rural landscape. The highway is carrying a vehicle volume similar to that of Interstate Highway 55, though the facilities provided by the highway do not meet freeway standards. In addition to a No Action Alternative, this draft EIS considers the a transportation system management alternative, a mass transit alternative, the Upgrade of Existing Route 67 Alignment Alternative, and several build alternates on partial or new locations. The build alternates under consideration include three alternates at Cherokee Pass (Alternates A, B, and C), three alternates at the Missouri State Route N (MO N) intersection in Madison County (Alternates E, F, and G), three alternates at the MO 34 intersection at the community of Silva (Alternates I, J, and K), two alternates at Widows Creek in the vicinity of the Solid Rock Baptist Church in Wayne County (Alternates M and N), two alternates at the US 160 intersection in Butler County (Alternates R and S), and two alternates at the community of Neelyville (Alternates U and V). 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. The alignment of the preferred build alternative would extend 70.85 miles. Access to the facility would be controlled via 17 interchanges. The estimated cost of the project is approximately $521.6 million. POSITIVE IMPACTS: The project would accommodate projected traffic demand increases, correct roadway deficiencies, and improve corridor safety. The number of sensitive receptors within the corridor experiencing noise in excess of federal standards would decline from 131 to 73. NEGATIVE IMPACTS: The rights-of-way requirements, totaling 2,417 acres, would result in the 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 and semi-public land. The rights-of-way requirements would also result in the loss of 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 adversely affected. Access to US 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). JF - EPA number: 010219, 289 pages and maps, June 13, 2001 PY - 2001 KW - Roads and Railroads KW - Agency number: FHWA-MO-EIS-01-01-D KW - Bridges KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Rivers KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Water Quality Assessments KW - Wetlands KW - Wildlife KW - Wildlife Surveys KW - Missouri KW - Department of Transportation Act of 1966, as amended, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, as amended, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36414866?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-06-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+ROUTE+67%3B+BUTLER%2C+MADISON%2C+AND+WAYNE+COUNTIES%2C+MISSOURI.&rft.title=US+ROUTE+67%3B+BUTLER%2C+MADISON%2C+AND+WAYNE+COUNTIES%2C+MISSOURI.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Jefferson City, Missouri; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: June 13, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - YUMA TRAINING RANGE COMPLEX MANAGEMENT, OPERATION, AND DEVELOPMENT, YUMA, YUMA COUNTY, ARIZONA (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF JANUARY 1997). AN - 36411145; 8535 AB - PURPOSE: The improvement of the training facilities and procedures at the Yuma Training Range Complex (YTRC) of the Marine Corps Air Station Yuma, located in the city of Yuma in southwestern Arizona, is proposed. YTRC includes airspace as well as lands within the Barry M. Goldwater Air Force Range in Arizona and the Chocolate Mountain Aerial Bombing and Gunnery Range in California. These areas comprise more than 1,900 square miles of lands that have been employed as aerial gunnery and bombing training areas since they were established during the World War II period. The Marine Corps shares management of the Goldwater Range and its airspace with four other federal agencies. YTRC is the only location available to and operated by the Marine Corps where the primary mission is to provide the full spectrum of support for Marine Corps tactical aviation training. Fourteen sets of alternatives were considered in the final EIS. A No Action Alternative was considered within each set. Three sets of alternatives would affect the airspace over YTRC, restricting some overflights of the Cabeza Prieta National Wildlife Refuge but allowing overflights for 60 days per year and providing additional restricted airspace over the Chocolate Mountain Range. Five sets of alternatives would affect the Goldwater Range, adding new target scenarios and a new runway, relocating the parachute drop zone for cargo, and consolidating ground support areas. Six sets of alternatives would affect the Chocolate Mountain Range, increasing the net explosive weight limits for bombs, authorizing night ordnance delivery training, developing additional new targets, and relocating some ground support facilities. The United States District Court for the District of Columbia found that the YTRC final EIS failed to adequately address the cumulative impacts on the endangered Sonoran pronghorn. This draft supplemental EIS addresses impacts to Sonoran pronghorn that would result from alternatives identified in the final EIS. POSITIVE IMPACTS: The actions and alternatives would not adversely affect Sonoran pronghorn. NEGATIVE IMPACTS: None. LEGAL MANDATES: Endangered Species Act of 1973, as amended (16 U.S.C. 1531 et seq.). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 96-0005D, Volume 20, Number 1, and 97-0082F, Volume 21, Number 2, respectively. JF - EPA number: 010213, Final EIS Main Report--529 pages and maps, Appendices--341 pages, Draft Supplemental EIS--227 pages and maps, June 8, 2001 PY - 2001 KW - Defense Programs KW - Aircraft KW - Aircraft Noise KW - Air Quality KW - Endangered Species (Animals) KW - Erosion KW - Land Use KW - Military Facilities (Marine Corps) KW - Military Operations (Marine Corps) KW - Noise KW - Preserves KW - Sediment KW - Soils Surveys KW - Water Quality KW - Wildlife KW - Wildlife Habitat KW - Arizona KW - Cabeza Prieta National Wildlife Refuge KW - California KW - Marine Corps Air Station Yuma, Arizona KW - Yuma Training Range Complex, Arizona KW - Endangered Species Act of 1973, as amended, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36411145?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-06-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=YUMA+TRAINING+RANGE+COMPLEX+MANAGEMENT%2C+OPERATION%2C+AND+DEVELOPMENT%2C+YUMA%2C+YUMA+COUNTY%2C+ARIZONA+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JANUARY+1997%29.&rft.title=YUMA+TRAINING+RANGE+COMPLEX+MANAGEMENT%2C+OPERATION%2C+AND+DEVELOPMENT%2C+YUMA%2C+YUMA+COUNTY%2C+ARIZONA+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JANUARY+1997%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Navy, Marine Crops, Yuma, Arizona; NAVY N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: June 8, 2001 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - Perceiving non-native speech. AN - 85357016; pmid-11575902 AB - In a series of experiments using monosyllabic words produced by a native and a non-native speaker of English, native English speakers monitored the word-initial consonants of the words to decide which of two consonants was present on each trial. In some of the experiments, a secondary task of a linguistic nature, deciding whether the target-bearing word was a noun or verb, was also required. When the words were presented in silence, the native and non-native stimuli were processed in a like manner. Specifically, when the secondary task was not required, phonemic decisions tended to be made on the basis of prelexical information, whereas when the secondary task was required, they tended to be made on the basis of postlexical information (see Eimas, Marcovitz Hornstein, & Payton, 1990). However, when the listening conditions were degraded by presenting the words at a lower level and in noise, the two types of stimuli yielded different patterns. Native speech was processed as before, whereas for non-native speech phonemic decisions now tended to be made on the basis of postlexical information both when a secondary task was required and when it was not. The contrasting results for native and non-native speech are discussed in terms of models of phoneme processing. JF - Language and speech AU - Bürki-Cohen, J AU - Miller, J L AU - Eimas, P D AD - US Department of Transportation, Boston, MA 02142, USA. burki@volpe.dot.gov Y1 - 2001/06// PY - 2001 DA - Jun 2001 SP - 149 EP - 169 VL - 44 IS - Pt 2 SN - 0023-8309, 0023-8309 KW - Index Medicus KW - National Library of Medicine KW - Female KW - Humans KW - Models, Psychological KW - *Multilingualism KW - Phonetics KW - Reaction Time KW - Speech Intelligibility KW - *Speech Perception UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/85357016?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acomdisdome&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Language+and+speech&rft.atitle=Perceiving+non-native+speech.&rft.au=B%C3%BCrki-Cohen%2C+J%3BMiller%2C+J+L%3BEimas%2C+P+D&rft.aulast=B%C3%BCrki-Cohen&rft.aufirst=J&rft.date=2001-06-01&rft.volume=44&rft.issue=Pt+2&rft.spage=149&rft.isbn=&rft.btitle=&rft.title=Language+and+speech&rft.issn=00238309&rft_id=info:doi/ LA - English (eng) DB - ComDisDome N1 - Date revised - 2011-12-15 N1 - Last updated - 2012-07-13 ER - TY - JOUR T1 - Lateral spreading in the Olympia, Washington area during the Nisqually earthquake AN - 51158623; 2004-022137 JF - Seismological Research Letters AU - Palmer, Stephen P AU - Moses, Lynn J AU - Anonymous Y1 - 2001/06// PY - 2001 DA - June 2001 SP - 392 PB - Seismological Society of America, El Cerrito, CA VL - 72 IS - 3 SN - 0895-0695, 0895-0695 KW - United States KW - failures KW - Washington KW - Thurston County Washington KW - geologic hazards KW - lateral faults KW - damage KW - seismic response KW - liquefaction KW - seismicity KW - Olympia Washington KW - tectonics KW - earthquakes KW - seismotectonics KW - faults KW - Nisqually earthquake 2001 KW - 30:Engineering geology KW - 22:Environmental geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51158623?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Seismological+Research+Letters&rft.atitle=Lateral+spreading+in+the+Olympia%2C+Washington+area+during+the+Nisqually+earthquake&rft.au=Palmer%2C+Stephen+P%3BMoses%2C+Lynn+J%3BAnonymous&rft.aulast=Palmer&rft.aufirst=Stephen&rft.date=2001-06-01&rft.volume=72&rft.issue=3&rft.spage=392&rft.isbn=&rft.btitle=&rft.title=Seismological+Research+Letters&rft.issn=08950695&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - 96th annual meeting of the Seismological Society of America N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2004-01-01 N1 - PubXState - CA N1 - Last updated - 2012-06-07 N1 - CODEN - EAQNAT N1 - SubjectsTermNotLitGenreText - damage; earthquakes; failures; faults; geologic hazards; lateral faults; liquefaction; Nisqually earthquake 2001; Olympia Washington; seismic response; seismicity; seismotectonics; tectonics; Thurston County Washington; United States; Washington ER - TY - RPRT T1 - SOUTHEAST HIGH SPEED RAIL, WASHINGTON, D.C. TO CHARLOTTE, NC (STATE PROJECT NUMBER 9.9083001). AN - 36412284; 9428 AB - PURPOSE: The extension of high speed rail service from the Northeast Corridor southward along a designated high speed rail corridor extending from Washington, D.C. to Charlotte, North Carolina is proposed. Over 1,000 miles of study areas are being examined for the location of the proposed corridor. The service would consist of four round trips per day between Charlotte and Washington and four additional trips between Raleigh and Charlotte, North Carolina. The major population centers to be connected would be Washington, Richmond, Virginia, Raleigh and Charlotte. Station stops have not yet been determined. The estimated end-to-end travel time for high speed rail service would range from six hours to 7.5 hours depending upon which one of the nine study area alternatives and station stop alternatives were chosen. Diesel or turbo powered trains would be used, allowing for a top operating speed of 110 miles per hour (mph), though the average speed would range from 80 to 90 mph. Total ridership for the service in the year 2015 would range from 1.3 million to 1.8 million passengers, once again depending on the route alternative selected. Transportation service would be provided on standard gauge tracks capable of supporting freight as well as passenger vehicles. Much of the route modifications would involve incremental improvements to tracks owned by commercial freight lines operating at conventional speeds. The introduction of higher speeds onto existing rail lines would require modification of the existing signal and control systems. The spacing of signals would be increased to accommodate the longest braking distance of any train operating on the route. Special at-grade crossing safety protection devices would also be necessary. POSITIVE IMPACTS: The upgraded system would improve travel immensely within the corridor extending from Florida to Washington and from Florida to the Gulf Coast and thence to Washington. The overall safety of the existing rail system would be improved by the implementation of a high speed rail system, which would upgrade not only the track, crossings, and rolling stock, but also the stations and associated facilities. Intermodal transport would be enhanced and, thereby, encouraged. Motor vehicle use would decline, reducing congestion and associated noise and air quality impacts and improving modal efficiency within the affected corridor. NEGATIVE IMPACTS: The route alternatives would traverse 19 to 35 water supply watersheds, 28 to 33 major rivers, 10 to 14 rivers listed in the National Rivers Inventory, 117.3 to 190.7 acres of wetlands, 44 to 97 floodplains, 33 to 41 mines, 1,176 to 1,728 hazardous materials sites, 26,523 to 59,134 acres of prime farmland, and habitat for 33 to 51 federally protected species. Rights-of-way requirements would result in displacement of 156 to 411 residential units and 57,374 to 116,119 square feet of commercial space. The project would affect 19 to 61 sites listed on the National Register of Historic Places and 273 to 390 sites potentially eligible for listing on the register. The project would also affect 11 to 16 parks, 5.7 to 15.3 acres of gamelands and similar public lands, and four to nine areas of environmental complexity. From 284 to 372 sensitive receptors would be exposed to high levels of noise and vibration. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (P.L. 102-240), 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 02-0060D, Volume 26, Number 1. JF - EPA number: 020315, 174 pages, CD-ROM, June, 2001 PY - 2001 KW - Roads and Railroads KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Floodplains KW - Hazardous Materials KW - Historic Sites KW - Hunting Management KW - Mines KW - Noise Standards Violations KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Safety KW - Water Supply KW - Watersheds KW - Wetlands KW - Wild and Scenic Rivers KW - Wildlife Habitat KW - District of Columbia KW - North Carolina KW - Virginia KW - Department of Transportation Act of 1966, Parks KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - National Historic Preservation Act of 1966, Historic Sites KW - Transportation Equity Act for the 21st Century, Project Authorization UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36412284?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-06-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHEAST+HIGH+SPEED+RAIL%2C+WASHINGTON%2C+D.C.+TO+CHARLOTTE%2C+NC+%28STATE+PROJECT+NUMBER+9.9083001%29.&rft.title=SOUTHEAST+HIGH+SPEED+RAIL%2C+WASHINGTON%2C+D.C.+TO+CHARLOTTE%2C+NC+%28STATE+PROJECT+NUMBER+9.9083001%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: June, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MEMPHIS TO ATLANTA CORRIDOR STUDY, MISSISSIPPE/ALABAMA STATE LINE TO INTERSTATE HIGHWAY 65; COLBERT, FRANKLIN, LAUDERDALE, LAWRENCE, LIMESTONE, AND MORGAN COUNTIES, ALABAMA. AN - 36409378; 8516 AB - PURPOSE: The construction of a freeway from the Mississippi/Alabama state line to Interstate Highway 65 (I-65), located in northwestern Alabama, is proposed. The project constitutes the western portion of the Memphis to Atlanta Congressional High Priority Corridor designated by Section 1105(c)(7) of the Intermodal Transportation Efficiency Act of 1991. The eastern portion, from I-65 to the Alabama/Georgia state line, is being studied concurrently and will be the subject of another EIS process. While the documents are being prepared separately, the intent is that the two documents will be processed simultaneously. Urbanized areas within the corridor, which is largely rural and dominated by agricultural land uses, include the cities of Florence, Sheffield, Muscle Shoals, Athens, and Decatur. The area currently lacks an efficient interstate-quality east-west facility to provide for the regional movement of travelers and goods. One issue associated with this project is the proposed location and the preferences of many of the municipalities in the corridor for an alternative that would be adjacent to or through their community. Four build alternatives, a No-Build Alternative, a transportation system management alternative, and multi-modal options are considered in this draft EIS. The project would involve the construction of a 69.8- to 77.5-mile east-west, controlled-access highway, within a minimum right-of-way of 295 feet. Under any of the four build alternatives, access would be controlled via interchanges, requiring additional rights-of-way at some locations. Depending on the build alternative selected, the estimated cost of the project is $640.6 million to 718.2 million. POSITIVE IMPACTS: The highway would increase east-west regional and interstate mobility and provide infrastructure to promote economic development in northwestern Alabama. NEGATIVE IMPACTS: Depending on the build alternative selected, rights-of-way requirements would result in the displacement of 176 to 318 residences and four to six commercial establishments, as well as the loss of 1,574 to 2,224 acres of prime and unique farmland and 253 to 358.5 acres of wetlands. Regardless of the build alternative selected, the project would require the displacement of one church. All of the build alternatives would cross the floodplains of numerous major streams, possibly including the Tennessee and/or Elk rivers. The facility would traverse the Natchez Trace Parkway, an historic and scenic travel and trade route. Traffic-generated noise levels would exceed federal standards at 42 to 71 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.), Intermodal Surface Transportation Efficiency Act of 1991, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 010194, Draft EIS--341 pages and maps, Technical Appendices--396 pages and maps, May 29, 2001 PY - 2001 KW - Roads and Railroads KW - Agency number: FHWA-AL-EIS-98-2-D KW - Air Quality KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Highways KW - Historic Sites KW - Highway Structures KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Rivers KW - Scenic Areas KW - Section 4(f) Statements KW - Traffic Analyses KW - Trails KW - Wetlands KW - Alabama KW - Department of Transportation Act of 1966, as amended, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, 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/36409378?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-05-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MEMPHIS+TO+ATLANTA+CORRIDOR+STUDY%2C+MISSISSIPPE%2FALABAMA+STATE+LINE+TO+INTERSTATE+HIGHWAY+65%3B+COLBERT%2C+FRANKLIN%2C+LAUDERDALE%2C+LAWRENCE%2C+LIMESTONE%2C+AND+MORGAN+COUNTIES%2C+ALABAMA.&rft.title=MEMPHIS+TO+ATLANTA+CORRIDOR+STUDY%2C+MISSISSIPPE%2FALABAMA+STATE+LINE+TO+INTERSTATE+HIGHWAY+65%3B+COLBERT%2C+FRANKLIN%2C+LAUDERDALE%2C+LAWRENCE%2C+LIMESTONE%2C+AND+MORGAN+COUNTIES%2C+ALABAMA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Montgomery, Alabama; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: May 29, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE HIGHWAY 4/FLORIDA STATE ROUTE 400; ORANGE, SEMINOLE, AND VOLUSIA COUNTIES, FLORIDA. AN - 36409272; 8518 AB - PURPOSE: The improvement of approximately 43 miles of Interstate Highway 4 (I-4) and associated improvements to Florida State Route 528 (FL 528), also known as the Bee Line Expressway, and FL 408, also known as the East-West Expressway, located in central Florida, is proposed. The project lies in the Orlando metropolitan area and includes the cities of Orlando, Winter Park, Eatonville, Maitland, Altamonte Springs, Longwood, Lake Mary, Sanford, DeBary, and Deltona. The I-4 improvements would extend from a point just west of FL 528 interchange in Orange County to a point just east of the FL 472 interchange in Volusia County. In addition, the project would include improvements to FL 528 from the interchange with I-4 to a point 3,200 feet east of the intersection with International Drive and improvements to FL 408 from Tampa Avenue to Bumby Avenue. As tourism and population continues to grow within the state, travel demand surpasses interstate capacity along many segments of the state's 1,500-mile system. Under a policy established in November 1991, necessary upgrades to the system have been outlined. Issues include proposed locations of stormwater retention ponds, aesthetics around stormwater retention ponds, noise barriers along the project corridor, the validity of HOV lanes, changes in access along the project corridor especially in downtown Orlando, noise impacts, impacts to neighborhoods, impacts to the Saint Johns River system, impacts to historic resources, emergency response to HOV lanes, visual impacts, profile changes along the corridor, the staging of construction, and the funding source for proposed improvements. Several build alternatives for each of the project's six segments, a No Action Alternative, a transportation systems management alternative, and a mass transit alternative are considered in this draft EIS. Freeway construction alternatives would address variations associated with I-4 mainline improvement, involving general use lanes (GULs) and high-occupancy-vehicle (HOV) lanes; interchanges for the GUL system; and interchanges for the HOV system. In addition, some segments would also involve drainage alternatives and improvements to the mainline of other roadways impacted by interchange modifications. The interchange modifications would affect FL 528 and FL 408. Typical roadway sections would incorporate three GULs and one barrier-separated, 34-foot HOV facility in each direction. In addition, a 44-foot rail envelope would be provided in portions of the I-4 corridor. To satisfy operational requirements, such as lane balance along specific segments of roadway, additional auxiliary lanes could be necessary. The estimated costs for freeway build alternatives are $2.05 billion to $2.33 billion. POSITIVE IMPACTS: The project would improve mobility within the existing I-4 corridor, while maintaining access to the surrounding community. Level of service on the interstate would improve significantly, particularly in peak hours. Economic growth in the region would be supported and enhanced. NEGATIVE IMPACTS: The rights-of-way requirements would affect 372 to 449 business properties and result in the displacement of 76 to 99 businesses with 1,335 to 1,940 employees. The rights-of-way requirements would also affect 139 to 222 residential properties and result in the displacement of 364 to 516 residential units. The project would also affect 26 community properties and result in the relocation of 11 to 12 community facilities, including cemeteries. From 3,309 to 3,403 sensitive receptors would experience noise levels in excess of federal standards. From 11 to 12 historic resources could be adversely affected by the project. The project would displace 104 to 117 acres for roadway improvements and 102 to 150 acres for stormwater drainage ponds. Additional impacts to future land use could occur due to access changes resulting from the addition and removal of ramps. The project would also reduce vehicle and pedestrian access to businesses along the corridor and displace 1,386 to 1,427 non-residential parking spaces. From 75 to 82 parcels would be affected by limited-access severance damages. Neighborhoods located adjacent to the would be disrupted; these include Angebilt, South Division, Holden-Parramore, College Park, North Orange, the Spanish Trace Apartments, Palm Springs, Sanlando Springs, and the town of Monroe. Seven historic districts, four individual historic properties, and one archaeological site, all of which are listed or eligible for listing on the National Register of Historic Places, would be adversely affected. Approximately 132 acres, or ten percent, of existing wetlands in the project area would be lost. Wildlife habitat, including habitat for the federally protected species and state-protected species of plants and animals, would be displaced. Approximately 338 acre-feet of floodplain capacity would be displaced, and the Shingle Creek floodway and other floodways could be affected. Highway structures would mar visual aesthetics in the area. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (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: 010196, Draft EIS--981 pages, Appendices--307 pages, Preliminary Concept Plans--121 maps, Roadway Profiles--211 pages (oversized, May 29, 2001 PY - 2001 KW - Roads and Railroads KW - Agency number: FHWA-FLA-EIS-01-01-D KW - Drainage KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Floodways KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Control KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Florida KW - Department of Transportation Act of 1966, as amended, 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, as amended, 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/36409272?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-05-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+HIGHWAY+4%2FFLORIDA+STATE+ROUTE+400%3B+ORANGE%2C+SEMINOLE%2C+AND+VOLUSIA+COUNTIES%2C+FLORIDA.&rft.title=INTERSTATE+HIGHWAY+4%2FFLORIDA+STATE+ROUTE+400%3B+ORANGE%2C+SEMINOLE%2C+AND+VOLUSIA+COUNTIES%2C+FLORIDA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Tallahassee, Florida; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: May 29, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE HIGHWAY 49 CONNECTOR, LAFAYETTE, LAFAYETTE PARISH, LOUISIANA. AN - 36396476; 8517 AB - PURPOSE: The constructed of a limited continuous-access freeway, located in the city of Lafayette in southern Louisiana, is proposed. The facility would be constructed in the US Highway 90 (US 90)/US 167 Evangeline Thruway corridor. The existing Evangeline Thruway is a north-south arterial passing through the older part of Lafayette, serving local residential and business traffic and functioning as an integral part of the federal-aid primary highway network servicing south Louisiana. The project would extend from a point just south of the Lafayette Regional Airport north to the current southern terminus of Interstate Highway 49 (I-49) at the I-10/I-49 interchange, a length of approximately five miles. Issues include the effects on the central business district, churches, Sterling Grove Historic District, Trappey's Plant Complex, Wallis Estate, traffic circulation and access, Lafayette Regional Airport, and Beaver park, as well as displacements, and corridor preservation. The existing Thruway alignment and three partially new alignments within the corridor, as well as a No-Build Alternative, are considered in this draft EIS. Six freeway design alternatives, including four alternatives involving an elevated freeway and two involving use of overpasses at selected sites, are under consideration. The elevated design alternatives would place the freeway on a continuous bridge through the area between Pinhook Road and the Union Pacific spur crossing; all major street crossings in this area would remain open. The alternatives involving overpasses would provide overpasses at Pinhook Road, Johnston Street, and Mudd Avenue; other major street crossings would be severed and closed. A staged approach would be taken to project implementation. Depending on the alternative selected, the estimated cost of the project ranges from $167 million to $283 million. POSITIVE IMPACTS: Following the completion of the project, traffic would use the I-49 Connector, removing traffic from the local street system. Both local and statewide travel and freight transport would be enhanced. Travel times would be reduced for both freeway travelers and users of the local road network, including the network serving the central business district. The project could provide impetus for redevelopment of the aging core portion of the corridor study area. Rights-of-way acquired but not used for highway purposes could be landscaped and otherwise improved visually, enhancing area aesthetics. NEGATIVE IMPACTS: Depending on the build alternative selected, rights-of-way requirements would result in the displacement of 109 to 207 residential structures, housing 285 to 403 persons, and 49 to 76 commercial establishments. The displacements would have a disproportionate adverse impact on African American residents. One or two churches would also be displaced, and any alignment would pass in the vicinity of several other churches. The scale of the project would adversely affect the visual quality of the impacted neighborhoods, including the Sterling Grove Historic District. Though noise levels within the corridor would decline, levels would continue to exceed federal standards for some receptors. Two alternatives would traverse an abandoned landfill adjacent to the Union Pacific Railroad in current use by the local Department of Public Works. One of these alternatives and a third alternative would traverse other potential contaminated sites adjacent to the railroad, including a site recently rejected for development due to concerns about possible clean-up requirements. Depending on the alternative selected, an estimated 46 to 53 active and inactive hazardous waste facilities, most of which are storage tank sites, would be encountered during the construction. One to six acres of wetlands could be adversely affected by the project. 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: 010195, 467 pages and maps, May 29, 2001 PY - 2001 KW - Roads and Railroads KW - Agency number: FHWA-LA-EIS-00-01-D KW - Air Quality KW - Airports KW - Central Business Districts KW - Environmental Justice KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Landfills KW - Minorities KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Urban Development KW - Wetlands KW - Louisiana 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/36396476?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-05-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+HIGHWAY+49+CONNECTOR%2C+LAFAYETTE%2C+LAFAYETTE+PARISH%2C+LOUISIANA.&rft.title=INTERSTATE+HIGHWAY+49+CONNECTOR%2C+LAFAYETTE%2C+LAFAYETTE+PARISH%2C+LOUISIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Baton Rouge, Louisiana; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: May 29, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE 4 (I-4/SR 400), ORANGE, SEMINOLE, AND VOLUSIA COUNTIES, FLORIDA. AN - 16343724; 9618 AB - PURPOSE: The improvement of approximately 43 miles of Interstate 4 (I-4) and associated improvements to State Route (SR) 528 (Bee Line Expressway) and SR 408 (East-West Expressway) in Orange, Seminole, and Volusia counties, Florida is proposed. The project lies in the Orlando metropolitan area and includes the cities of Orlando, Winter Park, Eatonville, Maitland, Altamonte Springs, Longwood, Lake Mary, Sanford, DeBary, and Deltona. The I-4 improvements would extend from a point just west of SR 528 interchange In Orange County to a point just east of the SR 472 interchange in Volusia County In addition, the project would include improvements to SR 528 from the interchange with I-4 to a point 3,200 feet east of the intersection with International Drive and improvements to SR 408 from Tampa Avenue to Bumby Avenue. As tourism and population continues to grow within the state, travel demand surpasses interstate capacity along many segments of the state's 1,500-mile system. Under a policy established in November 1991, necessary upgrades to the system have been outlined, Four alternatives, including the No Action Alternative, transportation systems management alternative, mass transit alternative, and freeway construction alternatives, are considered in this final EIS. Freeway construction alternatives address variations associated with I-4 mainline improvement, involving general use lanes (GULs) and high-occupancy-vehicle (HOV) lanes; interchanges for the GUL system; and interchanges for the HOV system. In addition, some segments would also involve drainage alternatives and improvements to the mainline of other roadways impacted by interchange modifications. The interchange modifications would affect SR 528 and SR 408. Typical roadway sections would incorporate three GULs and one barrier-separated, 34-foot HOV facility in each direction. In addition, a 44-foot rail envelope would be provided in portions of the I-4 corridor To satisfy operational requirements, such a lane balance along specific segments of roadway, additional auxiliary lanes could be necessary. Estimated costs for the preferred freeway build alternative is approximately $1.4 billion. (2-121) POSITIVE IMPACTS: The project would improve mobility within the existing I-4 corridor, while maintaining access to the surrounding community. Level of service on the interstate would improve significantly, particularly in peak hours. Economic growth in the region would be supported and enhanced. NEGATIVE IMPACTS: Depending on the freeway build alternative considered, rights-of-way requirements would displace 104 to 117 acres for roadway improvements and 102 to 150 acres for storm water drainage ponds. Additional impacts to future land use could occur de to access changes resulting from the addition and removal of ramps. Full property acquisition would affect 143 to 274 parcels, while partial acquisitions would affect 368 to 397 parcels. Property acquisitions would result in displacement of 364 to 516 residential units, 13 to 16 community facilities, including cemeteries, 76 to 99 commercial establishments. The project would also reduce vehicle and pedestrian access to businesses along the corridor and displace 1,386 to 1,427 non-residential parking spaces. From 75 to 82 parcels would be affected by limited-access severance damages. Neighborhoods located adjacent to the would be disrupted; these include Angebilt, South Division, Holden-Parramore, College Park, North Orange, the Spanish Trace Apartments, Palm Springs, Sanlando Springs, and the town of Monroe. Seven historic districts, four individual historic properties, and one archaeological site, all of which are listed or eligible for listing on the National Register of Historic Places, would be impacted. Approximately 132 acres, or 10 percent, of existing wetlands in the project area would be lost. Wildlife habitat, including habitat for the federally protected species and state-protected species of plants and animals, would be displaced. Approximately 338 acre-feet of floodplain capacity would be displaced, and the Shingle Creek floodway and other floodways could be affected. Highway structures would mar visual aesthetics in the area. From 3,309 to 3,403 sensitive receptors would experience noise levels in excess of federal standards, though noise barriers could reduce noise for some receptors to acceptable levels. LEGAL MANDATES: Department of Transportation Act of 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 01-0332D, Volume 25, Number 3. JF - EPA number: 020397, Final EIS--1,017 pages, Appendices--521 pages, Preliminary Concept Plans--121 maps, May 29, 2001 PY - 2001 KW - Roads and Railroads KW - Agency number: FHWA-FLA-EIS-01-01-F KW - Drainage KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Floodways KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Noise Control KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Florida 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, 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/16343724?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-05-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+4+%28I-4%2FSR+400%29%2C+ORANGE%2C+SEMINOLE%2C+AND+VOLUSIA+COUNTIES%2C+FLORIDA.&rft.title=INTERSTATE+4+%28I-4%2FSR+400%29%2C+ORANGE%2C+SEMINOLE%2C+AND+VOLUSIA+COUNTIES%2C+FLORIDA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Tallahassee, Florida; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: May 29, 2001 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - PROGRAMMATIC ENVIRONMENTAL IMPACT STATEMENT FOR LICENSING LAUNCHES. AN - 36409081; 8515 AB - PURPOSE: The licensing of commercial launch vehicles (LVs) is proposed. In the past three decades, space has become increasingly important in a broad range of areas, including scientific research, communications, and navigation. New space-based technologies, and industry's desire to market them, have created the need for increased commercial space transportation. The demand for access to space cannot be met by the current or foreseeable U.S. military or NASA space vehicles; hence, the commercial LV program is critical to ensuring the U.S. remains in the forefront of commercial space development. Furthermore, current U.S. space policy requires that the federal government encourage private sector and state and local government investment and participation in the development and improvement of U.S. launch systems and infrastructure. This programmatic EIS, which covers commercial launches from both existing government launch facilities and from non-federal launch sites, updates and replaces the 1986 Programmatic Environmental Assessment. This EIS assesses the potential effects of launches from ignition, liftoff, and ascent through the atmosphere to orbit and the disposition of the rocket components down range. Any remaining, related activities, including vehicle assembly and payload preparation, payload functioning during useful life, and payload reentry whether controlled or uncontrolled, lie outside the scope of this EIS. No construction activities (e.g., the development of new launch sites or the modification of existing sites) are assessed. Any required site-specific environmental documentation will be developed as needed. This EIS is not site specific. Issues identified during scoping include those associated with atmospheric effects, noise (including sonic booms), and other environmental issues. Four alternatives, including a No Action Alternative, are considered in this final programmatic EIS. In addition to the proposed action alternative, which involves the issuance of licenses, a licensing alternative requiring the use of LVs that would use more environmentally friendly propellant combinations and, hence, produce lower levels of emissions of concern is also under consideration. The following characteristics of LVs and LV launch profiles are assessed: payload capacity, types of propulsion systems, and ground-, air-, or sea-based launch platforms. The preferred alternative would allow the licensing of commercial LVs. POSITIVE IMPACTS: The licensing of commercial LVs would promote convenient, affordable access to space, satisfy the payload lift requirements of the space industry, and promote commercial development of space. NEGATIVE IMPACTS: The primary potential adverse impacts to the troposphere would result from the ground cloud, the cluster of emissions formed from the ignition of rocket motors and the resulting launch of the LV. Other potential adverse impacts could result from accidents on the launch pad or during flight. In the stratosphere, LV emissions could adversely affect global warming and the depletion of the stratospheric ozone layer. Some exhaust products from LVs generated during launch from Earth to space could have a temporary effect on electron concentrations in the F layer of the ionosphere. Sonic booms could startle, annoy, and adversely affect the health of persons and startle birds exposed to them. Structural damage, such as damage to glass, plaster, roofs, and ceilings, could occur as a result of overpressure resulting from sonic booms. Releases of toxic compounds during launch could adversely affect soils, water, and biological resources. LEGAL MANDATES: Commercial Space Launch Act. PRIOR REFERENCES: For the abstract of the draft EIS, see 99-0318D, Volume 23, Number 4. JF - EPA number: 010193, Volume 1--220 pages, Volume 2--112 pages, May 25, 2001 PY - 2001 KW - Air Transportation KW - Aerospace KW - Aircraft KW - Aircraft Noise KW - Air Quality KW - Air Quality Assessments KW - Birds KW - Chemical Agents KW - Emission Assessments KW - Emissions KW - Noise KW - Noise Assessments KW - Socioeconomic Assessments KW - Spacecraft KW - Sonic Booms KW - Toxicity KW - Water Quality KW - Water Quality Assessments KW - Wetlands KW - Wildlife KW - Wildlife Habitat KW - Commercial Space Launch Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36409081?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-05-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PROGRAMMATIC+ENVIRONMENTAL+IMPACT+STATEMENT+FOR+LICENSING+LAUNCHES.&rft.title=PROGRAMMATIC+ENVIRONMENTAL+IMPACT+STATEMENT+FOR+LICENSING+LAUNCHES.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: May 25, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH BEND WEIGH AND SAFETY STATION ON US HIGHWAY 97, BEND-FT. ROCK RANGER DISTRICT, DESCHUTES NATIONAL FOREST, DESCHUTES COUNTY, OREGON AN - 36396433; 8511 AB - PURPOSE: The establishment of a weigh and safety station on US Highway 97 (US 97) south of Bend near the Newberry National Volcanic Monument within the Deschutes National Forest, located in central Oregon, is proposed. US 97 is a major truck route for the western United States. The route's relatively flat terrain and access to markets in the Willamette Valley, Northern California, the Puget Sound, and the Tri-cities (Kennewick, Pasco, and Richland) contribute to a heavy volume of commercial traffic. The Oregon Department of Transportation (ODOT), through its Motor Carrier Enforcement Branch, weighs, measures, and inspects trucks to protect the motoring public and to ensure state highways do not prematurely deteriorate due to overweight vehicles. In addition, the Pavement Management System of the Federal Highway Administration (FHWA) requires ODOT to manage the design life of the pavement by maintaining a comprehensive size, weight, and safety program. In 1994, the construction of the Baker Road/US 97 interchange resulted in the elimination of two important weigh and safety stations established by ODOT. ODOT has formally applied for a special use authorization on National Forest lands. Key issues identified during scoping include those related to scenic views, risk of wildfire, national forest and private land values, mule deer, consistency with county and National Forest land use plans, noxious weed control, access, and operational and design characteristics. Four alternatives, including a No Action Alternative (Alternative 1) and an alternative on non-federal lands outside of the agency's authority to implement (Alternative 4), are considered in this final EIS. Under the preferred alternative (Alternative 2), the station would be located on Site 7 on the northbound side of the highway between milepost (MP) 145.69 and MP 146.25, as near as possible to the boundary of National Forest lands and as far as possible from the Newberry National Volcanic Monument, in order to minimize the land use fragmentation associated with non-forest uses. The project would require the clearing of about 4.8 acres of trees and shrubs for the primary site. Around 450 trees would be removed. The project would require the blasting of two visible rock outcroppings, the removal of material from higher areas, and the placement of fill in lower areas to bring the ramps and facility relatively level with the roadway. Approximately 8,860 cubic yards (cy) of material would be excavated and 11,280 cy of fill material would have to be brought to the site from outside sources. Approximately 2.7 miles of trenching would be required to extend electric power to the station. The Weigh-in-Motion/Automatic Vehicle Identification system would be sited close to MP 146.5. Signing for the system would be located at MP 148.0 and closer to the facility. POSITIVE IMPACTS: By meeting the requirements to the ODOT and the FHWA, establishment and operation of the station would inspect trucks to be certain that they were within the allowed weight limits or possess a valid overweight permit, intercept potentially unsafe trucks before they proceed through town, and increase the probability of a local carrier eventually being subject to inspection. NEGATIVE IMPACTS: Under the proposed action, the removal of the rock outcrop would adversely affect the scenic view for visitors who are familiar with the topography. The proposed action would have an intermediate risk of noxious weeds from the adjacent noxious weed population. LEGAL MANDATES: National Forest Management Act of 1976 (16 U.S.C. 1600 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 01-0029D, Volume 25, Number 1. JF - EPA number: 010189, 202 pages and maps, May 23, 2001 PY - 2001 KW - Roads and Railroads KW - Fires KW - Forests KW - Highways KW - Motor Vehicles KW - Plant Control KW - Safety KW - Scenic Areas KW - Transportation KW - Vegetation KW - Vegetation Surveys KW - Visual Resources KW - Wildlife KW - Wildlife Surveys KW - Deschutes National Forest KW - Oregon KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36396433?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-05-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+BEND+WEIGH+AND+SAFETY+STATION+ON+US+HIGHWAY+97%2C+BEND-FT.+ROCK+RANGER+DISTRICT%2C+DESCHUTES+NATIONAL+FOREST%2C+DESCHUTES+COUNTY%2C+OREGON&rft.title=SOUTH+BEND+WEIGH+AND+SAFETY+STATION+ON+US+HIGHWAY+97%2C+BEND-FT.+ROCK+RANGER+DISTRICT%2C+DESCHUTES+NATIONAL+FOREST%2C+DESCHUTES+COUNTY%2C+OREGON&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Agriculture, Forest Service, Bend, Oregon; DA N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: May 23, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - OAKDALE EXPRESSWAY PROJECT, CALIFORNIA STATE ROUTE 120 FROM POST MILE 3.0 (0.1 MILE WEST OF VALLEY HOME ROAD) TO POST MILE R12.9 (2.8 MILES EAST OF LANCASTER ROAD), STANISLAUS COUNTY, CALIFORNIA. AN - 36417954; 8502 AB - PURPOSE: The construction of a two-lane expressway, to be known as the Oakdale Expressway, also known as California State Route 120 (CA 120), to bypass the city of Oakdale, located in central California, is proposed. The facility, would extend 6.4 to 9.8 miles. Traffic congestion on existing CA 120 through Oakdale is particularly extreme during peak traffic periods on weekends and weekdays (particularly holidays) due to a high volume of recreational travel to Yosemite National park, the Jamestown and Sonora areas, and points east. Traffic backs up for several miles on the eastern approaches to Oakdale during major spring and summer holiday weekends. The existing CA 120 and CA 120/108 do not provide adequate capacity to carry interregional traffic along with locally generated traffic. Six alternatives, including a No Action Alternative, are considered in this draft EIS. In addition to the construction of the two-lane expressway, rights-of-way for the future expansion to a four-lane facility would be acquired under the five build alternatives. The project would include grade separation structures and interchanges to control access and a bridge across the Stanislaus River. The estimated costs of the build alternatives range from $93.4 million to $102.8 million in estimated 2003-2004 dollars. POSITIVE IMPACTS: Under the build alternatives, the bypass would reduce congestion on existing CA 120, improve safety by reducing accidents, and improve general system continuity. NEGATIVE IMPACTS: The rights-of-way requirements under the build alternatives would result in the displacement of 18 to 32 residences and three or four businesses, as well as the loss of 8.13 to 18.57 acres of wetlands and waters, possibly including high-quality wetlands associated with the Stanislaus River. The project would also result in the loss of habitat for the elderberry longhorn beetles, Aleutian Canada geese, anadromous fish, fairy shrimp, and/or California tiger salamanders, all of which are federally protected. In addition, the project would adversely affect oak woodlands protected by the state. The project would also result in the loss of 60 to 209 acres of prime farmland. Three build alternatives would involve structures that would adversely affect visual aesthetics. One build alternative could adversely affect an archaeological site. Hazardous waste sites would be encountered during construction activities. Six to nine sensitive receptors would be exposed to noise in excess of federal noise standards. 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: 010180, 278 pages and maps, May 17, 2001 PY - 2001 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-01-01-D KW - Air Quality KW - Archaeological Sites KW - Birds KW - Bridges KW - Cultural Resources KW - Fish KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Housing KW - Insects KW - Land Use KW - Noise KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Shellfish KW - Socioeconomic Assessments KW - Traffic Analyses KW - Visual Resources KW - Water Quality KW - Wetlands KW - Wildlife KW - Wildlife Habitat KW - California KW - Stanislaus River KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36417954?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-05-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=OAKDALE+EXPRESSWAY+PROJECT%2C+CALIFORNIA+STATE+ROUTE+120+FROM+POST+MILE+3.0+%280.1+MILE+WEST+OF+VALLEY+HOME+ROAD%29+TO+POST+MILE+R12.9+%282.8+MILES+EAST+OF+LANCASTER+ROAD%29%2C+STANISLAUS+COUNTY%2C+CALIFORNIA.&rft.title=OAKDALE+EXPRESSWAY+PROJECT%2C+CALIFORNIA+STATE+ROUTE+120+FROM+POST+MILE+3.0+%280.1+MILE+WEST+OF+VALLEY+HOME+ROAD%29+TO+POST+MILE+R12.9+%282.8+MILES+EAST+OF+LANCASTER+ROAD%29%2C+STANISLAUS+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sacramento, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: May 17, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US HIGHWAY 70, RUIDOSO DOWNS TO RIVERSIDE, MILE POST 264.5 TO MILE POST 302, LINCOLN COUNTY, NEW MEXICO. AN - 16359684; 8500 AB - PURPOSE: The implementation of improvements to a portion of US Highway 70 (US 70) through the Hondo Valley, located in southeastern New Mexico, is proposed. The project would extend from mile post 264.5 east of Ruidoso Downs to mile post 302, approximately two miles east of the community of Riverside. Statistics compiled by state authorities show that this segment of US 70 has an accident rate of 1.22 per million vehicle miles, a rate that is almost twice the statewide average. The rate of fatal accidents along the segment of highway is twice the national average. Analysis of accident data revealed that a high percentage of accidents involved conflicts between through traffic and turning vehicles and failed passing maneuvers. Conditions affecting the highway that contribute to accidents include a large number of driveways and roadways that intersect with the highway, the lack of passing lanes and turning lanes, and inadequate sign distances due to the curvilinear alignment of the facility. Three alternatives, including a No-Build Alternative (Alternative 1), are considered in this draft EIS. Alternative 2 would involve the reconstruction of the highway segment as a two-lane facility. Enhancements would include the addition of passing lanes, acceleration and deceleration lanes at major driveways, center-turn lanes at state and county roads, and continuous, consistent-width shoulders. The preferred alternative (Alternative 3) would include the reconstruction of the facility as a continuous four-lane facility. Center left-turn lanes would be provided at the intersections of US 70 with US 380, New Mexico Route 395 (NM 395), NM 368, Lincoln County Road 028, and the driveway entrance to the Hondo Valley School site in the community of Hondo. Bridges would be constructed across the Rio Ruidoso and Rio Bonito. The estimated costs of Alternative 2 and Alternative 3 are $78 million to $83 million and $90 million to $95 million, respectively. POSITIVE IMPACTS: The project would improve the safety of travel on US 70 and facilitate the adopted economic development goals of the state. NEGATIVE IMPACTS: Under the preferred alternative, the rights-of-way acquisition of 149 acres of land would result in the displacement of five occupied houses, two vacant houses, one business, one fruit stand, six other buildings, and 3.8 acres of farmland. The loss of vegetation and cut slopes and fill embankments would adversely affect the visual aesthetics of the corridor. The project would also result in the loss of approximately 123 acres of wildlife habitat. Two wetlands would be adversely affected by small losses, and the facility would pass closely to nine other wetlands. The project would adversely affect archaeological sites and two historic ditch systems. Buildings, either included in the National Register of Historic Places or eligible for inclusion, would be in proximity to the highway. Noise standards would be violated at several sensitive receptor sites along the corridor. The project would result in adverse social impacts that would disproportionately affect low-income persons and Hispanics. LEGAL MANDATES: National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 010178, 132 pages and maps, May 17, 2001 PY - 2001 KW - Roads and Railroads KW - Archaeological Sites KW - Cultural Resources KW - Bridges KW - Environmental Justice KW - Farmlands KW - Highways KW - Historic Sites KW - Minorities KW - Noise KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Vegetation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - New Mexico KW - Rio Bonito KW - Rio Ruidoso KW - National Historic Preservation Act of 1966, as amended, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16359684?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-05-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+HIGHWAY+70%2C+RUIDOSO+DOWNS+TO+RIVERSIDE%2C+MILE+POST+264.5+TO+MILE+POST+302%2C+LINCOLN+COUNTY%2C+NEW+MEXICO.&rft.title=US+HIGHWAY+70%2C+RUIDOSO+DOWNS+TO+RIVERSIDE%2C+MILE+POST+264.5+TO+MILE+POST+302%2C+LINCOLN+COUNTY%2C+NEW+MEXICO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Santa Fe, New Mexico; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: May 17, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US HIGHWAY 183 ALTERNATIVE, ROAD MILE 620 TO THREE MILES NORTH OF THE CITY OF LEANDER, WILLIAMSON COUNTY, TEXAS. AN - 16353210; 8506 AB - PURPOSE: The construction of an alternate route, US Highway 183A (US 183A) extending approximately 12 miles around the central business districts of the cities of Cedar Park and Leander, located in central Texas, is proposed. The project area is located in the southwestern portion of Williamson County, approximately 14 miles northwest of the central business district of the city of Austin. The study limits extend from existing US 183 at road mile 629 (RM 620), north to existing US 183 approximately three miles north of Leander. Residential and commercial development in the project area have resulted in increased congestion and decreased mobility on existing US 183 and other area roadways. Issues include land use impacts; parks, public lands, and facilities including Section 4(f) impacts; social and community effects; relocations; public safety effects; economic effects; agricultural effects; effects on geologic resources; air quality effects; noise effects; water quality impacts; impacts to biological resources; floodplain impacts; cultural resources effects; effects on hazardous materials sites; energy effects; and toll road effects. Three alternatives, including a No Action Alternative, are considered in this final EIS. The two build alternatives would each have an alignment on a new location east of existing US 183. The preferred alternative (Alternative 1) would extend 11.6 miles from the southern terminus at RM 620. Its alignment would follow existing US 183 to Lakeline Boulevard, veer northeast then north to a point approximately 0.75 mile east of existing US 183, cross Farm-to-Market 1431 (FM 1431), and veer northeast then north to FM 2243, where the alignment would turn back to the northwest to joint US 183 approximately three miles north of Leander. Alternative 2 would extend approximately 13.2 miles. From the southern terminus, the alignment would at RM 620. At Lakeline Boulevard and US 183, the alignment would continue further northeast than the Alternative 1 alignment, veer north approximately two miles east of existing US 183, roughly follow County Road 272 to a crossing of Brushy Creek, and turn back northwest until the alignment rejoined existing US 183. The estimated costs of Alternative 1 and Alternative 2 are $217.9 million and $251.7 million, respectively. POSITIVE IMPACTS: The alternative route would alleviate traffic congestion on existing US 183 and improve mobility and safety on area roadways. NEGATIVE IMPACTS: Under the preferred alternative, the highway project would require 447 acres of rights-of-way, most of which is undeveloped land, although a one commercial relocation and seven residential relocations would be required. Noise levels due to traffic along the highway segment would exceed federal standards at 130 sensitive receptor sites. One archaeological site potentially eligible for inclusion in the National Register of Historic Places would be adversely affected. The preferred alternative would also traverse 15.9 acres of floodplain and 81.0 acres overlying the Edwards Aquifer Recharge Zone. It would result in the loss of 0.9 acre of wetlands, 130 acres of woodland, and 103 acres of prime farmlands. Approximately 38 acres of habitat for the golden-cheeked warbler and one acre confirmed karst invertebrate habitat would be lost; the warbler is a federally-protected species, as are certain karst invertebrates. Two karst features, Jug Cave and Big Oak Cave, would be adversely affected under both build alternatives. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 00-0424D, Volume 24, Number 4. JF - EPA number: 010184, 399 pages, May 17, 2001 PY - 2001 KW - Roads and Railroads KW - Agency number: FHWA-TX-EIS-99-04-F KW - Air Quality KW - Archaeological Sites KW - Birds KW - Cultural Resources KW - Endangered Species (Animals) KW - Energy Consumption KW - Farmlands KW - Floodplains KW - Forests KW - Highways KW - Land Use KW - Noise KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Socioeconomic Assessments KW - Water Quality KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Texas KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, as amended, Archaeological Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16353210?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-05-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+HIGHWAY+183+ALTERNATIVE%2C+ROAD+MILE+620+TO+THREE+MILES+NORTH+OF+THE+CITY+OF+LEANDER%2C+WILLIAMSON+COUNTY%2C+TEXAS.&rft.title=US+HIGHWAY+183+ALTERNATIVE%2C+ROAD+MILE+620+TO+THREE+MILES+NORTH+OF+THE+CITY+OF+LEANDER%2C+WILLIAMSON+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: May 17, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SANTA BARBARA AIRPORT AVIATION FACILITIES PLAN, SANTA BARBARA, SANTA BARBARA COUNTY, CALIFORNIA. AN - 16348037; 8505 AB - PURPOSE: The expansion and improvement of facilities at the Santa Barbara Airport, located in southwestern California, is proposed. The airport site encompasses 950 acres, including a 225-acre airport industrial/commercial specific plan area located north and south of Hollister Avenue and a 725-acre aviation facilities plan area located south of Hollister Avenue. The project would involve the extension of runway safety areas for Runway 7/25 to allow the areas to meet current federal standards; the construction of a new taxiway (Taxiway M); the expansion of the Airline Terminal Building and associated automobile parking facilities; the improvement of Taxiway B, aircraft parking aprons, and air cargo processing facilities; and the construction of 75 aircraft T-hangars and a new on-airport service road. A 1,000-foot by 500-foot safety area would be provided at either end of Runway 7/25. Two alternatives for runway safety areas and a No Action Alternative are considered in this draft EIS. The environmentally preferred alternative would involve the extension of the runway to the west only and the realignment of Tecolotito Creek. Additional alternatives were considered for the airline terminal, Taxiway B improvements, parking facilities, and air cargo building, but only the proposed action and the No Action Alternative are considered in detail. The estimated cost of the project is $99 million. POSITIVE IMPACTS: The expansion of the airport as planned would meet aviation needs at the site through the year 2015. The new taxiway would make operations safer by minimizing runway crossings, thereby reducing the potential for runway incursions when unauthorized aircraft enter a runway. Flight delays would decline significantly. New stream channels and improved settling basins would reduce sedimentation in downstream reaches. The historically significant terminal building would be restored. The project would increase employment rolls and otherwise provide benefits to the local economy. NEGATIVE IMPACTS: Emissions from aircraft operations would increase the level of particulate pollutants in the area, which is already in exceedance of federal standards. Tecolotito Creek would be rerouted outside the new runway safety area. Fill material would be discharged into Tecolotito and Caneros creeks and into adjacent wetlands in Goleta Slough. Approximately 45 acres of land west of the airport would be acquired either in fee or via navigation easement. LEGAL MANDATES: Airport and Airway Improvements Act of 1982, as amended (P.L. 97-248), 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.). JF - EPA number: 010183, Volume 1--567 pages and maps, Volume 2--399 pages and maps, May 17, 2001 PY - 2001 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Air Quality Assessments KW - Commercial Zones KW - Creeks KW - Employment KW - Historic Sites Surveys KW - Industrial Parks KW - Land Acquisitions KW - Noise Assessments KW - Parking KW - Section 404(b) Statements KW - Terminal Facilities KW - Wetlands KW - California KW - Santa Barbara Airport, California KW - Airport and Airway Improvements Act of 1982, Compliance 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/16348037?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-05-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SANTA+BARBARA+AIRPORT+AVIATION+FACILITIES+PLAN%2C+SANTA+BARBARA%2C+SANTA+BARBARA+COUNTY%2C+CALIFORNIA.&rft.title=SANTA+BARBARA+AIRPORT+AVIATION+FACILITIES+PLAN%2C+SANTA+BARBARA%2C+SANTA+BARBARA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Sacramento, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: May 17, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CALIFORNIA STATE ROUTE 101 IMPROVEMENT AND BRIDGE REPLACEMENT PROJECT WITHIN THE CITIES OF OXNARD AND SAN BUENAVENTURA AND THE SANTA CLARA RIVER CHANNEL, VENTURA COUNTY, CALIFORNIA. AN - 36417686; 8496 AB - PURPOSE: The improvement of California State Route 101 (CA 101) within the cities of Oxnard and San Buenaventura, and the Santa Clara River channel, located in southwestern California, is proposed. CA 101 is a major north-south highway connecting southern, central, and northern California. The facility is used for interstate, intrastate, interregional, and intraregional travel and shipping. Intersecting highways within the western Ventura County region include CA 33, CA 126, CA 1, and CA 232. Heavy congestion within the project limits cause substantial delays during peak hours. Even taking into account improved transit and transportation demand management programs, the anticipated future traffic demand on the freeway would far exceed the capacity of the existing facility. The two-mile project would extend from Vineyard Avenue (CA 232) in Oxnard to the Montalvo Spur Overhead in San Buenaventura. Issues include geology and soils, land use and socioeconomics, biological resources, archeological and historical resources, hydrology, traffic, air quality, noise, water quality, visual resources, and energy. A No-Build Alternative (Alternative 3) and alternatives based on combinations of different interchange improvements proposed at Oxnard Boulevard and Johnson Drive are considered in this final EIS. The project would involve the widening of CA 101, the reconstruction or modification of the CA 101 interchange at CA 1 (Oxnard Boulevard), and the replacement of the Santa Clara River bridges. The preferred alternative (Alternative 1) would involve the replacement of the Santa Clara River bridges with a single structure on a new alignment 14 feet to the north of the centerline of the existing bridges. It would also include roadway widening of CA 101 and reconfigurations of the CA 101/Oxnard Boulevard interchange. The estimated cost of the project is approximately $100 million. POSITIVE IMPACTS: Traffic operations and traffic flow between the cities of Oxnard and Venture would be improved significantly, and accidents on this segment of highway would decline. Air quality within the corridor would improve. NEGATIVE IMPACTS: The rights-of-way requirements would result in the displacement of two businesses. The removal of vegetation would alter the area landscape. The facility would be located in an area affected by seismic activity. The relocation of natural gas and fiber optic lines would be required. Wildlife habitat would be disturbed or lost, including habitat for cliff swallows, steelhead trout, least Bell's vireo, and southwestern willow flycatcher. The project would result in the loss of approximately three acres of wetland and four acres of floodplain. The demolition of the existing bridges would result in temporary impacts to the historically significant Southern Pacific Trestle. Construction-related noise levels would exceed federal standards. Construction workers could encounter hazardous material sites, including sites containing asbestos. 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 96-0070D, Volume 20, Number 1. JF - EPA number: 010174, 521 pages and maps, May 11, 2001 PY - 2001 KW - Roads and Railroads KW - Air Quality KW - Bridges KW - Cultural Resources KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Fish KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Land Use KW - Noise KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Seismic Surveys KW - Socioeconomic Assessments KW - Vegetation KW - Visual Resources KW - Water Quality KW - Wetlands KW - Wildlife Habitat KW - California KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36417686?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-05-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CALIFORNIA+STATE+ROUTE+101+IMPROVEMENT+AND+BRIDGE+REPLACEMENT+PROJECT+WITHIN+THE+CITIES+OF+OXNARD+AND+SAN+BUENAVENTURA+AND+THE+SANTA+CLARA+RIVER+CHANNEL%2C+VENTURA+COUNTY%2C+CALIFORNIA.&rft.title=CALIFORNIA+STATE+ROUTE+101+IMPROVEMENT+AND+BRIDGE+REPLACEMENT+PROJECT+WITHIN+THE+CITIES+OF+OXNARD+AND+SAN+BUENAVENTURA+AND+THE+SANTA+CLARA+RIVER+CHANNEL%2C+VENTURA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sacramento, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: May 11, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PHASE I REGIONAL RAIL SYSTEM, DURHAM AND WAKE COUNTIES, NORTH CAROLINA. AN - 16358044; 8491 AB - PURPOSE: The implementation of rail transit improvements connecting the cities of Durham and Raleigh, located in east-central North Carolina, is proposed. The project corridor extends from western Durham, passes through downtown Durham to Research Triangle Park, Morrisville, Cary, and Raleigh, and terminates in North Raleigh. The corridor generally parallels North Carolina State Route 147 (NC 147), also known as the Durham Freeway, Interstate Highway 40, NC 54, and US Route 1, also known as Capital Boulevard, which are the major regional highways serving the corridor. The study area includes a mixture of land uses, including industrial, residential, institutional, and commercial/office development. The area contains several centers of high activity. This is a unique feature of the corridor, and these centers of activity have a dense concentration of mixed land uses and generate a large number of trips, many of which are employment related. Growing population and employment in the area have resulted in travel-related problems. Congestion affects most major roadways. The existing transit services do not offer sufficient capacity, frequent service, or competitive travel times. Issues include the lack of regional travel choices, regional development patterns that can result in a low community identity and inefficient use of land, and low transit capacity and usage in congested regional travel corridors. Four rail transit alternatives, along with a No-Build Alternative and a transportation system management (TSM) alternative, are considered in this draft EIS. Each rail alternative would employ a diesel multiple unit, self-propelled bi-directional vehicle that can operate as a single unit or together with other units. Eleven to 18 stations would provide access to the system. Alternative A would be a low-cost one-track system utilizing a combination of existing and new track along an initial segment of the corridor. Alternative B1 would be a one track system that would provide for increased track spacing and new track along the full length of the corridor and the potential for two-track freight and intercity passenger service. Alternative B2 would resemble Alternative B1, except that B2 would be a two-track system. Alternative C, which would provide for a different alignment, would be a two-track system, with the potential for two-track freight and intercity passenger service at the highest possible speed within the existing right-of-way. The estimated capital costs of the rail alternatives are approximately $2.2 billion for Alternative A, $2.4 billion for Alternative B1, $2.3 billion for Alternative B2, and $2.95 billion for Alternative C. The estimated capital costs of the TSM alternative are $173.6 million. POSITIVE IMPACTS: Under the rail alternatives, a faster, more efficient, more reliable transit service would be provided to area residents. Under the TSM or rail alternatives, transit patronage would increase substantially, reducing the number of motor vehicle trips, thereby reducing congesting and the related air quality and noise emission problems and mitigating parking problems. Anticipated regional growth would be supported. Alternative C satisfies all objectives of the regional transit authority. NEGATIVE IMPACTS: The project would displace four to 16 households, one vacant dwelling, 14 to 48 businesses, and two to five institutional structures. More than 30 additional businesses could also be adversely affected. Rights-of-way development would also displace 40 acres of pine-hardwood woodland, 48 acres of pine community, and 6.6 acres of wetlands and require the alteration of perennial streams at up to 28 locations and intermittent streams at up to 10 locations. Track relocation during construction would adversely affect rail services in the corridor temporarily. Station facilities would result in substantial landscape changes in four residential neighborhoods. Noise impacts due to train operation would exceed federal standards at some locations, and traffic-related noise impacts would exceed standards in the vicinity of one station. Eight to 11 sites eligible for listing on the National Historic Register would be adversely affected, and three parks would be adversely affected by the project. A total of 39 hazardous waste sites were identified that could be encountered during construction. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601), and Federal Transit Act, as amended (49 U.S.C. Chapter 53). JF - EPA number: 010169, Volume 1--658 pages, Volume 2--421 pages (oversize, May 11, 2001 PY - 2001 KW - Roads and Railroads KW - Air Quality KW - Creeks KW - Environmental Justice KW - Forests KW - Hazardous Wastes KW - Historic Sites KW - Noise KW - Noise Standards Violations KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Traffic Analyses KW - Transportation KW - Wetlands KW - North Carolina KW - Department of Transportation Act of 1966, as amended, Parks KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, as amended, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance KW - Federal Transit Act, as amended, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16358044?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-05-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHASE+I+REGIONAL+RAIL+SYSTEM%2C+DURHAM+AND+WAKE+COUNTIES%2C+NORTH+CAROLINA.&rft.title=PHASE+I+REGIONAL+RAIL+SYSTEM%2C+DURHAM+AND+WAKE+COUNTIES%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Atlanta, Georgia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: May 11, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SAN FERNANDO VALLEY EAST/WEST TRANSIT CORRIDOR PROJECT, BUS RAPID TRANSIT ON FORMER BURBANK/CHANDLER SOUTHERN PACIFIC RAIL ROAD RIGHT-OF-WAY, LOS ANGELES, CALIFORNIA. AN - 16357186; 8493 AB - PURPOSE: The development of a bus rapid transit (BRT) system by the Los Angeles County Metropolitan Transportation Authority (MTA) in the San Fernando Valley East-West Transit Corridor, located in southern California, is proposed. The corridor study area is located in central Los Angeles County, approximately 20 miles northwest of the Los Angeles central business district. The corridor connects major activity areas through the heart of the San Fernando Valley, including Warner Center, Pierce College, the Sepulveda Basin Recreation Area, the Valley Government Center in Van Nuys, Valley College, and the North Hollywood Arts District. Three general alternatives, including a No Action Alternative, a transportation systems management (TSM) alternative, and the BRT Alternative, are considered in this draft EIS. The BRT Alternative has three variations: the Full BRT, running from North Hollywood to Warner center; the Linkershim/Oxnard On-Street Alignment as an option to the Chandler Boulevard portion of the corridor; and the Minimum Operable Segment (MOS), which would be the shortest meaningful busway that could be constructed, if funding becomes constrained to that level. The Full BRT Alternative would consist of exclusive bus lanes on the former Burbank/Chandler Southern Pacific Rail Road (SP) right-of-way (ROW). The 14-mile long BRT would operate at-grade, extending westward from the existing North Hollywood station on the Metro Red Line to Warner Center Transit Hub along the SP Burbank Branch corridor. Thirteen stations, placed at intervals of approximately one mile, would be provided. On-street bus termini would be provided at the eastern and western ends of the corridor, with the exclusive busway portion of the corridor running from the vicinity of the North Hollywood terminus of the Metro Red Line at the east end to Variel Avenue at the west end. The Linkershim/Oxnard On-Street Alignment would provide on-street bus service from the North Hollywood Metro Red Line station north on Linkershim Boulevard and west on Oxnard Street, joining the exclusive busway at Woodman Avenue. The MOS would involve the construction of an exclusive busway from Woodman Avenue on the east to Balboa Boulevard on the west, with on-street bus service for the remainder of the corridor. At the North Hollywood Terminus, several alternatives for access to and from the North Hollywood Metro Rail Station are under considerations for the SP ROW. The estimated capital cost of the TSM Alternative is $20 million. The estimated capital costs of the BRT alternatives are $151.4 million to $284.3 million. POSITIVE IMPACTS: The BRT system would increase transit mode share and ridership and decrease daily vehicle trips on the highway. They would reduce congestion on local arterials, decreasing travel times and reducing emissions of air pollutants and noise. Recent an anticipated economic and population growth in the area would be supported. The BRT system would be consistent with local planning and zoning requirements. It would improve transit services for minority and low-income populations and access to schools, libraries, and some religious facilities. Energy consumption for transportation purposes would decrease significantly. The BRT project would generate approximately 980 full-time equivalent jobs. NEGATIVE IMPACTS: The BRT alternatives would result in the displacement of six residential units housing 18 persons, as well as the displacement of 12 to 28 businesses due to the termination of MTA lease agreements. Noise levels associated with the BRT would adversely affect 25 noise sensitive receptors after mitigation. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601) and Federal Transit Act, as amended (49 U.S.C. Chapter 53). JF - EPA number: 010171, Volume 1--778 pages, Volume 2--56 pages (oversize, May 11, 2001 PY - 2001 KW - Roads and Railroads KW - Air Quality KW - Energy Consumption KW - Motor Vehicles KW - Noise KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation KW - California KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance KW - Federal Transit Act, as amended, Authorization UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16357186?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-05-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SAN+FERNANDO+VALLEY+EAST%2FWEST+TRANSIT+CORRIDOR+PROJECT%2C+BUS+RAPID+TRANSIT+ON+FORMER+BURBANK%2FCHANDLER+SOUTHERN+PACIFIC+RAIL+ROAD+RIGHT-OF-WAY%2C+LOS+ANGELES%2C+CALIFORNIA.&rft.title=SAN+FERNANDO+VALLEY+EAST%2FWEST+TRANSIT+CORRIDOR+PROJECT%2C+BUS+RAPID+TRANSIT+ON+FORMER+BURBANK%2FCHANDLER+SOUTHERN+PACIFIC+RAIL+ROAD+RIGHT-OF-WAY%2C+LOS+ANGELES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ 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: May 11, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MARYLAND STATE ROUTE 210 MULTI-MODAL STUDY, INTERSTATE HIGHWAY 95 /INTERSTATE HIGHWAY 495 TO MARYLAND STATE ROUTE 228, PRINCE GEORGES COUNTY, MARYLAND. AN - 16349504; 8494 AB - PURPOSE: The improvement of a 10-mile segment of Maryland State Route 210 (MD 210), also known as Indian Head Highway, in located in central Maryland, is proposed. The study corridor extends from Interstate Highway 95 (I-95)/I-495, also known as the Capital Beltway to MD 228. The six-lane, divided arterial connects the Washington, District of Columbia metropolitan area at its northern terminus with the town of Indian Head in Charles County, approximately 20 miles south of the Prince Georges County/Washington, District of Columbia line. The highway serves as a major route connecting I-95 /I-495, the District of Columbia, and Virginia with southern Prince Georges County and Charles County. Eleven signalized intersections control intersections along the corridor. Peak hour delays and congestion have become particularly extreme at the signalized intersections. Traffic volumes are expected to increase steadily through the year 2020, the design year for the proposed project. Four alternatives, including a No-Build Alternative, are considered in this draft EIS. Alternative 5A would provide intersection improvements and auxiliary lands to support intersection improvements. Alternative 5B would widen MD 210 to provide reversible, barrier-separated median high-occupancy-vehicle (HOV) lanes. Alternative 5C would widen MD 210 to provide concurrent flow HOV lanes. Intersection improvements being considered in conjunction with each action alternative would range from at-grade to grade-separated interchange construction. Two options are considered for each action alternative. Depending on the action alternative selected, the estimated project costs are $95 million to $251 million. POSITIVE IMPACTS: The project would improve traffic operations and safety conditions. Connections would improve, particularly for Prince Georges County commuters traveling to and from the District of Columbia and Virginia. NEGATIVE IMPACTS: The rights-of-way requirements, totaling 57 to 113.3 acres, would result in the displacement of six to 11 residences, four to six businesses, and one church. Land would be taken from 61 to 157 residential properties, 21 to 38 commercial properties, four or five institutions, and one or two parks/recreational areas. One historic site would be adversely affected. Acreage to be taken would include 32.4 to 74.9 acres of residential land, 21.5 to 34.7 acres of commercial property, 0.1 to 0.2 acre of parkland, 2.8 to 3.8 acres of institutional land, and 0.2 to 0.3 acre of historically significant land. Construction activities would adversely affect 3,700 to 17,020 linear feet along 15 to 22 streams, 3.6 to 8.4 acres of floodplain, one to 4.1 acres of wetlands, 27.3 to 81.5 acres of woodlands, and, under either of two alternatives, 7.3 acres Chesapeake Bay Critical Area. 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: 010172, Draft EIS--797 pages and maps, Map Supplement--76 pages (oversize, May 11, 2001 PY - 2001 KW - Roads and Railroads KW - Agency number: FHWA-MD-EIS-01-01-D KW - Bays KW - Creeks KW - Cultural Resources KW - Floodplains KW - Forests KW - Highways KW - Highway Structures KW - Historic Sites KW - Parks KW - Recreation KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Rivers KW - Wetlands KW - Section 4(f) Statements KW - Chesapeake Bay KW - Maryland KW - Department of Transportation Act of 1966, as amended, Parks KW - National Historic Preservation Act of 1966, as amended, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16349504?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-05-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARYLAND+STATE+ROUTE+210+MULTI-MODAL+STUDY%2C+INTERSTATE+HIGHWAY+95+%2FINTERSTATE+HIGHWAY+495+TO+MARYLAND+STATE+ROUTE+228%2C+PRINCE+GEORGES+COUNTY%2C+MARYLAND.&rft.title=MARYLAND+STATE+ROUTE+210+MULTI-MODAL+STUDY%2C+INTERSTATE+HIGHWAY+95+%2FINTERSTATE+HIGHWAY+495+TO+MARYLAND+STATE+ROUTE+228%2C+PRINCE+GEORGES+COUNTY%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Baltimore, Maryland; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: May 11, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SAN FRANCISCO-OAKLAND BAY BRIDGE EAST SPAN SEISMIC SAFETY PROJECT ON INTERSTATE 80 BETWEEN YERBA BUENA ISLAND AND OAKLAND, ALAMEDA AND SAN FRANCISCO COUNTIES, CALIFORNIA. AN - 16346949; 8492 AB - PURPOSE: The seismic upgrading of the existing East Span of the bridge connecting Yerba Buena Island (YBI) in the city of San Francisco and the San Francisco-Oakland Bay Bridge Toll Plaza in the city of Oakland, located in northern California, is proposed. The project is one of several designed to provide a lifeline bridge connection between San Francisco and Oakland in the event of an earthquake. The East Span is a double-deck structure 12,127 feet in length carrying five traffic lanes in east- and westbound directions. Approximately 274,000 vehicles carrying 350,000 people currently cross the bridge daily. As a component of Interstate Highway 80, it is a critical link in the interstate network. The existing East Span is not expected to withstand a maximum credible earthquake (MCE) on the San Andreas fault (an earthquake of magnitude 8 on the Richter scale) or Hayward fault (an earthquake of magnitude 7.25 on the Richter scale). It does not meet lifeline criteria for providing emergency relief access following an MCE and it does not meet all current operations and safety design standards. Five alternatives, including a No-Build Alternative, which would assume that the interim retrofitting of the East Span would be completed, are considered in this final EIS. The action alternatives include the retrofitting and rehabilitating of the existing East span to withstand a MCE, requiring the improvement of the existing structure, the modification of the superstructure to permit large displacements at specified joints, and the addition of two new piers to the cantilever main span to provide additional support; the construction of a bridge (two side-by-side bridge decks each consisting of five lanes) north of the existing alignment (Replacement Alternative N-2); the implementation of a design similar to Alternative N-2 aligned north of the N-2 alignment (Replacement Alternative N-6, the preferred alternative); and the implementation of a span aligned to the south of the existing structure incorporating a double-deck viaduct exiting the YBI tunnel, transitioning to two parallel structures (Replacement Alternative S-4). The overall lengths of Replacement Alternatives N-2, N-6, and S-4 would be 11,759 feet, 11,877 feet, and 11,644 feet, respectively. All replacement alternatives would incorporate a 15.5-foot pedestrian/bicycle path elevated one foot above the traffic lanes. All replacement alternatives would be followed by demolition of the existing East Span. While none of the project alternatives would include facilities for high-occupancy-vehicle (HOV) lanes or rail transit, the existing East Span or a replacement span could accommodate an HOV lane or light rail transit by converting vehicular traffic lanes or shoulders and providing other modifications. Neither Bay Area Rapid Transit nor AMTRAK trains could be accommodated on the existing East Span structure due to the combined length and weight of the trains. Design variations for the main span have been identified for each of the replacement alternatives. The span design variations include a cable-stayed design, a self-anchored suspension design, and a skyway design. Depending on the design chosen for the main span, the estimated costs for the replacement alternatives are $900 million to $1.65 billion. The estimated cost of the preferred alternative is $1.5 billion to $1.65 billion. POSITIVE IMPACTS: The retrofitting or replacing of the East Span would help ensure transportation between the cities of San Francisco and Oakland in the event of a MCE on the San Andreas fault. Construction activities would employ substantial numbers of workers. NEGATIVE IMPACTS: The replacement of the East Span would result in the displacement of facilities pertinent to the California Department of Transportation and the U.S. Coast Guard. The replacement of the East Span would also result in permanent alteration of the visual setting. All alternatives would result in the loss of aquatic habitat, including habitat within special aquatic sites. Special status species habitat could be adversely affected. Historic and archaeological sites would also be adversely impacted. Construction activities would degrade water quality within San Francisco Bay. Traffic-related noise levels would continue to exceed federal standards during peak hours regardless of the alternative chosen. Construction activities would encounter hazardous waste sites, but no post-construction impacts would be experienced. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 98-0385D, Volume 22, Number 4. JF - EPA number: 010170, Final EIS--1,369 pages and maps, Comments and Responses--597 pages, May 11, 2001 PY - 2001 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-98-01-F KW - Archaeological Sites KW - Bays KW - Bridges KW - Demolition KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocation Plans KW - Section 404(b) Statements KW - Seismic Surveys KW - Transportation KW - Urban Development KW - Water Quality KW - Wetlands KW - Wildlife KW - Wildlife Habitat KW - California KW - Department of Transportation Act of 1966, as amended, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, as amended, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16346949?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-05-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SAN+FRANCISCO-OAKLAND+BAY+BRIDGE+EAST+SPAN+SEISMIC+SAFETY+PROJECT+ON+INTERSTATE+80+BETWEEN+YERBA+BUENA+ISLAND+AND+OAKLAND%2C+ALAMEDA+AND+SAN+FRANCISCO+COUNTIES%2C+CALIFORNIA.&rft.title=SAN+FRANCISCO-OAKLAND+BAY+BRIDGE+EAST+SPAN+SEISMIC+SAFETY+PROJECT+ON+INTERSTATE+80+BETWEEN+YERBA+BUENA+ISLAND+AND+OAKLAND%2C+ALAMEDA+AND+SAN+FRANCISCO+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sacramento, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: May 11, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH INTERSTATE HIGHWAY 25 CORRIDOR AND US HIGHWAY 85 CORRIDOR, DOUGLAS COUNTY, COLORADO. AN - 16342627; 8482 AB - PURPOSE: The implementation of transportation improvements in the South Interstate Highway 25 (I-25) corridor and the US Highway 85 (US 85) corridor, located in central Colorado, is proposed. The project corridor includes I-25 from Colorado State Highway 470 (CO 470) at milepost 195 (MP 195) to MP 178 near the southern limit of Castle Cork and US 85 from CO 470 at MP 200 to Castle Rock at MP 184. The north-south peak travel demand in northern Douglas County has grown at a pace faster than the surrounding metropolitan area. These trips, primarily commuter travel to jobs in the Denver central business district and the southeast business district, have overtaxed the existing infrastructure. Issues include neighborhoods, environmental justice, relocations, recreational resources, land use, air quality, water quality and quantity, vegetation, wetlands, geology, wildlife, wild and scenic rivers, floodplains, historic resources, archeological resources, paleontological resources, prime and unique farmland, noise, visual character, hazardous waste sites, and threatened, endangered, and other special-status species. Three alternatives, including a No Action Alternative, and three variations of the alternatives are considered in this final EIS. The preferred alternative would focus on mainline I-25 and on the widening of US 85 to add one general purpose lane in each direction. Improvements would be made to the Schweiger, Douglas Lane, and Surrey Ridge Road interchanges along I-25 and the CO 67 intersection along US 85. Existing access facilities along US 85 would be improved. The modifications to I-25 would include the widening of the facility to eight lanes between CO 470 and the Meadows/Founders Parkway and to six lanes between Meadows/Founders Parkway and Douglas Lane, the reconstruction of the Schweiger interchange to provide a half-diamond interchange, the reconstruction of the Surry Ridge interchange to a three-quarter diamond interchange, the construction of a carpool lot with a capacity of 500 vehicles in the northeast quadrant to the I-25 and Castle Pines parkway interchange, the realignment of I-25 to the east between Wolensberger Road and Liggett Road, and construction of a Union Pacific Railroad bridge south of the existing bridge. Major components of the preferred alternative along US 85 would include the widening of the facility to six lanes between CO 470 and Highlands Ranch Parkway and to four lanes between Highlands Ranch Parkway and Meadows Parkway, the reconfiguration of the US 85/CO 67 intersection, the construction of a frontage road in Sedalia, the realignment of US 85 at Cook Ranch, the construction of a bicycle/pedestrian facility, the provision of a grade-separated crossing under US 85 for the High Line Canal Trail, and the provision of enhanced wildlife crossings. The estimated cost of the project is $151.6 million. POSITIVE IMPACTS: The project would improve north-south mobility and travel safety in northern Douglas County in a manner that would enhance efficient management and maintenance of transportation facilities. Hours of congestion would be reduced significantly during peak periods. NEGATIVE IMPACTS: The I-25 improvements would result in the loss of 182 acres of vegetation, 0.25 acres of wetlands, 0.48 acres of surface water bodies, 3.3 acres of farmland, and 166.8 acres of wildlife habitat, including habitat for two federally protected species. It would also adversely affect one historic railroad, two archaeological sites, and one paleontological site. Noise levels would exceed federal standards at 25 receptor sites. The US 85 improvements would result in the loss of 169 acres of vegetation, 0.25 acres of wetlands, 1.14 acres of surface water bodies, 43 acres of farmland, and 151 acres of wildlife habitat, including habitat for one federally protected species. It would also adversely affect one historic railroad and one historic ranch, one archaeological sites, and one paleontological site. Noise levels would exceed federal standards at seven receptor sites. Several floodplains would be traversed during both corridor improvements, and further investigation would be needed to determine whether hazardous waste sites would be encountered during construction. The expansion of the two facilities would adversely affect the visual character of the area. The project would require the relocation of nine residences. It would also have minimal impacts to water quality. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 00-0246D, Volume 24, Number 4. JF - EPA number: 010160, Volume 1--465 pages and maps, Volume 2--601 pages, May 4, 2001 PY - 2001 KW - Roads and Railroads KW - Agency number: FHWA-CO-EIS-00-01-F KW - Archaeological Sites KW - Endangered Species (Animals) KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Paleontological Sites KW - Parking KW - Railroad Structures KW - Railroads KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Trails KW - Vegetation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Colorado KW - Department of Transportation Act of 1966, as amended, Compliance KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16342627?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-05-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+INTERSTATE+HIGHWAY+25+CORRIDOR+AND+US+HIGHWAY+85+CORRIDOR%2C+DOUGLAS+COUNTY%2C+COLORADO.&rft.title=SOUTH+INTERSTATE+HIGHWAY+25+CORRIDOR+AND+US+HIGHWAY+85+CORRIDOR%2C+DOUGLAS+COUNTY%2C+COLORADO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Lakewood, Colorado; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: May 4, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PENNSYLVANIA TURNPIKE/INTERSTATE HIGHWAY 95 INTERCHANGE PROJECT, BURLINGTON COUNTY, NEW JERSEY, AND BUCKS COUNTY, PENNSYLVANIA. AN - 36421394; 8480 AB - PURPOSE: The construction of a connection between the Pennsylvania Turnpike /Interstate Highway 276 (I-276) and I-95, located in southeastern Pennsylvania and south-central New Jersey, is proposed. The study corridor limits along I-276 extend approximately 9.2 miles from just west of Interchange 20 in the Bensalem Township in Pennsylvania, across the Delaware River Turnpike Bridge into the Burlington and Florence Townships of New Jersey. The study limits along I-95 extend 3.2 miles from just south of Trenton Road in Middletown, Pennsylvania, to the east bank of Neshaminy Creek in Bristol. Currently, no adequate linkage is available and system continuity is poor; this affects system continuity throughout the Mid-Atlantic region. Facilities between the two interstates also lack adequate capacity, as do the interstates themselves. Issues include the effect on archaeological resources, aquatic resources, and threatened and endangered species. Nine alternatives, including a No-Build Alternative, are considered in this draft EIS. Each action alternative would include a toll plaza element, an interchange element, and a bridge element. The project would involve the construction of a high-speed, fully-directional interchange connecting the interstate. It would also involve the relocation of a Pennsylvania Turnpike toll plaza (Interchange 30), the widening of I-276 from four to six lanes between Interchange 20 and the Delaware River, and the construction of an additional parallel bridge across the Delaware River. I-95 would be widened to accommodate ramps and merge lanes resulting from the construction of the interchange. The preferred alternative would include the Modified Plaza West toll plaza element, the Single Loop A interchange element, and the Bridge South bridge element. It would involve the placement of interchange ramps to make direct connections between I-95 and I-276, including ramps that fly over both interstates, the construction of a parallel Delaware River Bridge to the south of the existing bridge, and the provision of a standard side-by-side plaza configuration that incorporates the E-Z Pass electronic system for regular turnpike users. The estimated cost of the preferred alternative is $640 million. POSITIVE IMPACTS: The project would provide a linkage between the two interstates, improving north-south and east-west movements. NEGATIVE IMPACTS: The rights-of-way developments would displace 11 residences, 10 businesses, two institutional facilities, and an electrical transmission substation. In addition, the project would result in the loss of 3.3 acres of wetlands, 5.53 acres of floodplain, 26.82 acres of forested land, and 5.88 acres of rangeland, and adversely affect 4,241 feet of perennial stream, and 4,923 feet of intermittent stream. Less than one-tenth of one acre would be taken from Black Ditch Park, and portions of the Pennsylvania Railroad, which is eligible for inclusion in the National Register of Historic Places, would also be taken. The project could adversely affect one federal threatened and endangered species and 10 state threatened and endangered species. Three potentially significant archaeological sites would be disturbed. Construction activities would encounter 27 sites potentially containing contaminated waste. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 010158, 266 pages (oversized, May 3, 2001 PY - 2001 KW - Roads and Railroads KW - Agency number: FHWA-PA-EIS-01-02-D KW - Bridges KW - Creeks KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Parks KW - Ranges KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Wetlands KW - New Jersey KW - Pennsylvania KW - Department of Transportation Act of 1966, as amended, Parks KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, as amended, Archaeological Sites KW - National Historic Preservation Act of 1966, as amended, Historic Sites KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36421394?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-05-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PENNSYLVANIA+TURNPIKE%2FINTERSTATE+HIGHWAY+95+INTERCHANGE+PROJECT%2C+BURLINGTON+COUNTY%2C+NEW+JERSEY%2C+AND+BUCKS+COUNTY%2C+PENNSYLVANIA.&rft.title=PENNSYLVANIA+TURNPIKE%2FINTERSTATE+HIGHWAY+95+INTERCHANGE+PROJECT%2C+BURLINGTON+COUNTY%2C+NEW+JERSEY%2C+AND+BUCKS+COUNTY%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Harrisburg, Pennsylvania; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: May 3, 2001 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - Freeze/thaw testing of carbonate aggregate sources in Wisconsin; a status report AN - 51949663; 2003-061749 JF - Proceedings and Abstracts - Institute on Lake Superior Geology. Meeting AU - Reid, Daniel D A2 - Mudrey, Michael G., Jr. Y1 - 2001/05// PY - 2001 DA - May 2001 SP - 82 PB - Institute on Lake Superior Geology, [location varies] VL - 47, Part 1 SN - 1042-9964, 1042-9964 KW - United States KW - experimental studies KW - aggregate KW - Paleozoic KW - Middle Ordovician KW - Sinnipee Group KW - rock mechanics KW - Ordovician KW - laboratory studies KW - sedimentary rocks KW - Platteville Formation KW - frost action KW - Wisconsin KW - carbonate rocks KW - Decorah Shale KW - roads KW - Galena Dolomite KW - construction materials KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51949663?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Proceedings+and+Abstracts+-+Institute+on+Lake+Superior+Geology.+Meeting&rft.atitle=Freeze%2Fthaw+testing+of+carbonate+aggregate+sources+in+Wisconsin%3B+a+status+report&rft.au=Reid%2C+Daniel+D&rft.aulast=Reid&rft.aufirst=Daniel&rft.date=2001-05-01&rft.volume=47%2C+Part+1&rft.issue=&rft.spage=82&rft.isbn=&rft.btitle=&rft.title=Proceedings+and+Abstracts+-+Institute+on+Lake+Superior+Geology.+Meeting&rft.issn=10429964&rft_id=info:doi/ L2 - http://www.lakesuperiorgeology.org/ LA - English DB - GeoRef N1 - Conference title - 47th annual meeting of the Institute on Lake Superior Geology N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2003-01-01 N1 - Number of references - 3 N1 - Last updated - 2012-06-07 N1 - SubjectsTermNotLitGenreText - aggregate; carbonate rocks; construction materials; Decorah Shale; experimental studies; frost action; Galena Dolomite; laboratory studies; Middle Ordovician; Ordovician; Paleozoic; Platteville Formation; roads; rock mechanics; sedimentary rocks; Sinnipee Group; United States; Wisconsin ER - TY - RPRT T1 - MAGLEV DEPLOYMENT PROGRAM. AN - 36410644; 8462 AB - PURPOSE: The implementation of the Maglev Deployment Program to encourage the development and construction of an operating public transportation system using magnetic levitation (Maglev) is proposed. Maglev is a transportation technology in which magnetic forces lift, propel, and guide a vehicle over a specially designed guideway. Using state-of-the-art electric power and control systems, this configuration eliminates contact between the vehicle and the guideway. The technology allows safe mass transportation at speeds in excess of 240 miles per hour (mph), or 386 kilometers per hour (kph). Utilizing state-of-the-art electric power and control systems, this configuration eliminates contact between vehicle and guideway, and permits cruising speeds of up to 300 mph, or 483 kph, almost two times the speed of conventional high-speed rail passenger service. Following a nationwide competition, the Federal Railroad Administration (FRA) selected seven states or state-designated authorities from a pool of eleven to receive grants for pre-construction planning. Two alternatives, including a No Action Alternative, are considered in this final programmatic EIS. The action alternative includes seven location alternatives, which would include building a Maglev system in California, Florida, Georgia, Louisiana, Maryland, Nevada, or Pennsylvania. Each participating state prepared an environmental assessment of the individual projects for which they were funded. These studies formed the baseline data in the FRA's preparation. In the document, each state project is described. The state projects forwarded by Maryland and Pennsylvania have been selected as the finalists. Three high-speed ground transportation alternatives are under consideration. Two non-Maglev technology alternatives under consideration would include the Accelerail alternative, which would consist of upgrading intercity rail on existing rail corridors to provide service at speeds of 90 to 150 mph, and the New High-Speed Rail Systems alternative, which would represent the advanced steel-wheel-on-rail systems that operate on almost exclusive rights-of-way at top speeds of 186 mph. Two Maglev technologies are under consideration, namely, Transrapid International Maglev System and Maglev 2000 System. The Maglev technologies would differ in terms of suspension and guidance, propulsion, guideway structure, train configuration, stations and maintenance facilities, safety features, and types of control, communications, and electric substations. POSITIVE IMPACTS: The deployment of the Maglev would partially address several of the primary problems associated with inter- and intra-regional transportation in the United States. Maglev would serve as an alternative transportation system, alleviating congestion in airway and automotive corridors resulting from increasing travel demand and extending the usefulness of existing airport and highway infrastructure. Associated benefits could include those associated with regional economic development, joint development at stations, support of comprehensive land use planning, improved air quality, reduced consumption of non-renewable resources, and increased productivity of business travelers. NEGATIVE IMPACTS: The implementation of individual projects could adversely affect topography, geology, and soil; the impact would be minimal and localized. Implementation of the Maglev project in Florida, Georgia, or Nevada could result in an increase in greenhouse gas production and adversely affect the climate. It could involve a slight risk of loss or damage of coal deposits in Pennsylvania, risk earthquake damage in California and Nevada, emissions of extremely low frequency radio waves and creation of electromagnetic fields near the guideways, the loss of wetland, impacts to threatened and endangered species identified with all state project corridors except that proposed by Pennsylvania, the traversal of floodplains and coastal areas, increases in emissions from power plants providing energy for the system, and the generation of solid and hazardous waste. Residential and commercial relocations would be expected. The California, Florida, and Pennsylvania projects would be likely to have significant impacts on land use, while the Georgia and Maryland projects would be likely to have moderate impacts on land use. Elevated guideways would significantly alter visual aesthetics. Sensitive receptors adjacent to the rail system would suffer serious noise impacts. LEGAL MANDATES: Transportation Equity Act for the 21st Century (P.L. 105-178). PRIOR REFERENCES: For the abstract of the draft EIS, see 00-0427D, Volume 24, Number 4. JF - EPA number: 010140, Volume I--367 pages, Volume II--341 pages, April 24, 2001 PY - 2001 KW - Roads and Railroads KW - Air Quality KW - Climatologic Assessments KW - Coal KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Hazardous Wastes KW - Health Hazards KW - Noise KW - Noise Standards Violations KW - Rapid Transit Systems KW - Seismic Surveys KW - Vegetation Surveys KW - Visual Resources KW - Wetlands KW - Wildlife KW - Wildlife Surveys KW - California KW - Florida KW - Georgia KW - Louisiana KW - Maryland KW - Nevada KW - Pennsylvania KW - Transportation Equity Act for the 21st Century, Program Authorization UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36410644?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-04-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MAGLEV+DEPLOYMENT+PROGRAM.&rft.title=MAGLEV+DEPLOYMENT+PROGRAM.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: April 24, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - OHIO STATE ROUTE 7 RELOCATION, ROME AND UNION TOWNSHIPS, LAWRENCE COUNTY, OHIO. AN - 36397156; 8463 AB - PURPOSE: The relocation of Ohio State Route 7 (OH 7), located in southern Ohio, is proposed. The four-lane, limited-access facility would traverse the villages of Chesapeake and Proctorville and the Rome Township. The study area begins just west of the village of Chesapeake at the terminus of OH 7 at OH 527 and extends east of Rome Township to milepost 11.28, just south of the community of Athalia. The existing OH 7 runs along the north side of the Ohio River within the study area. At the western end of the study area, a partial interchange connects OH 7 with OH 527, which bridges the Ohio River. In Procterville, OH 7 intersects OH 607 at the East Huntington Bridge. Several other routes, including OH 243 and OH 775, intersect OH 7. OH 243 intersects OH 7 west of Procterville and OH 775 terminates at OH 7 in Procterville. The project would address the level of safety and meet the current and projected traffic capacities for a rapidly growing community. The project has been under consideration for many years, and a final EIS was approved in 1974. Since that time, residential and commercial development along the approved alignment has resulted in the need to reassess the design. Currently, approximately 21,000 vehicles per day use the highway, which has a capacity of 12,000 vehicles per day. The result is an extreme level of congestion and a high number of accidents. Issues include geology, soils, erosion, floodplains, groundwater, wetlands, surface water, wildlife, threatened and endangered species, farmlands, land use, population, housing, economy, employment, visual resources, cultural resources, and safety. Three alternatives, including a No Action Alternative, are considered in this final EIS. The preferred alternative (Alternative B) would extend east parallel to the Ohio River from the vicinity of Symmes Park to a point north of Gillette. The final EIS addresses any project-related modifications that have occurred since the approval of the draft EIS. One change, as a result of the public hearing, is the addition of Phase 1A, which would connect the 31st Street bridge with existing OH 775 via the Irene Road extension. POSITIVE IMPACTS: The facility would increase the level of safety within the travel corridor and meet current and projected traffic levels. Economic expansion in the rapidly growing Appalachian community served by the highway would be supported. NEGATIVE IMPACTS: The development of rights-of-way would require the displacement of 139 residential units and four businesses, and the loss of approximately 1.63 acres of wetlands. Five sites eligible for inclusion in the National Register of Historic Places would be adversely affected, as well as the habitat of four state-listed threatened or endangered species. The project would result in the rechannelization of portions of Bent, Indian Guyan, Little Paddy, Paddy, and Symmes creeks as well as 14 unnamed streams. Slope stabilization would be required to control erosion. 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 01-0060D, Volume 25, Number 1. JF - EPA number: 010141, 235 pages and maps, April 24, 2001 PY - 2001 KW - Roads and Railroads KW - Agency number: FHWA-OH-EIS-00-01-F KW - Creeks KW - Endangered Species (Animals) KW - Erosion KW - Floodways KW - Highways KW - Historic Sites KW - Land Use KW - Relocations-Property Acquisitions KW - Wetlands KW - Wildlife Habitat KW - Bent Creek KW - Indian Guyan Creek KW - Little Paddy Creek KW - Ohio KW - Paddy Creek KW - Symmes Creek KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36397156?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-04-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=OHIO+STATE+ROUTE+7+RELOCATION%2C+ROME+AND+UNION+TOWNSHIPS%2C+LAWRENCE+COUNTY%2C+OHIO.&rft.title=OHIO+STATE+ROUTE+7+RELOCATION%2C+ROME+AND+UNION+TOWNSHIPS%2C+LAWRENCE+COUNTY%2C+OHIO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Columbus, Ohio; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: April 24, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - VIRGINIA STATE ROUTE 37, VIRGINIA STATE ROUTE 37/INTERSTATE HIGHWAY 81 /US ROUTE 11 IN THE SOUTH TO VIRGINIA STATE ROUTE 37/US ROUTE 11 IN THE NORTH, FREDERICK COUNTY, VIRGINIA. AN - 36421356; 8460 AB - PURPOSE: The construction of a four-lane, limited-access, divided highway to the east of the city of Winchester, located in northern Virginia, is proposed. The project would complete a circumferential freeway around Winchester by connecting the northern and southern termini of existing Virginia State Route 37 (VA 37) west of Winchester with an eastern extension of the existing freeway. The project would respond to recent and significant increases in population. The project area extends from the existing VA 37 interchange with Interstate Highway 81 (I-81) and US Route 11 (US 11) south of town to a point approximately one mile north of the existing VA 37 interchange at US 11 north of town. The project corridor is roughly 0.5 miles wide at the southern end to 2.5 miles at the northern end, where alternative alignments are more diverse. The corridor is approximately 14 miles long and encompasses a total area of 35 square miles. Interchanges and connector routes would be built for US 522 and US 17/50, VA 7, and Secondary Route 657. Existing interchanges of the VA 37 western loop at US 11 and I-81 would be modified and reconfigured. Issues include traffic and transportation, relocations, regional population and economics, land use, existing and planned community facilities and services, cultural resources, air, noise, energy, aesthetics, terrestrial resources, aquatic resources, wetland resources, hazardous waste sites, and geology, soils, and topography, as well as rare, threatened, and endangered species. Seven alternatives, including a No Action Alternative, are considered in this final EIS. Under each of the build alternatives, the facility would begin at the southern terminus located at the intersection of existing VA 37 and I-81, then head east crossing the CSX Railroad, US 11, and I-81. After crossing I-81, the facility would run parallel to the Opequon Creek, then cross Hoge Run before turning north at VA 522. Heading in a northerly direction, it would cross Buffalo Lick Run, go under VA 645, and cross an unnamed tributary before intersecting with US 17 and US 50. At this point the facility under the build alternatives would branch off and begin to follow diverse paths depending on the alternative chosen before reaching the northern termini. The preferred alternative (Alternative C) would extend 17 miles. The estimated construction and rights-of-way costs for the preferred alternative are $169.8 million and $40.6 million, respectively. POSITIVE IMPACTS: Under the proposed action, the facility would benefit through travel in the region and improve safety and efficiency. It would also provide for improved intermodal linkages to promote economic growth. Air quality within the corridor would improve significantly, particularly with respect to carbon monoxide concentrations. NEGATIVE IMPACTS: Under the preferred alternative, the rights-of-way requirements would result in the displacement of 106 acres of commercial land, 110 acres of industrial land, 76 acres of residential land, and 787 acres of farmland. The project would also result in the displacement of 35 residences and adversely affect seven cultural resource sites. The facility would traverse 16 streams and displace 4.4 acres of wetlands. LEGAL MANDATES: Department of Transportation Act of 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 94-0132D, Volume 18, Number 2. JF - EPA number: 010138, 322 pages, April 23, 2001 PY - 2001 KW - Roads and Railroads KW - Agency number: FHWA-VA-EIS-94-01-F KW - Air Quality KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Creeks KW - Farmlands KW - Forests KW - Highway Structures KW - Highways KW - Historic Sites KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Virginia KW - Department of Transportation Act of 1966, as amended, Archaeological Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, as amended, Archaeological Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36421356?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-04-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=VIRGINIA+STATE+ROUTE+37%2C+VIRGINIA+STATE+ROUTE+37%2FINTERSTATE+HIGHWAY+81+%2FUS+ROUTE+11+IN+THE+SOUTH+TO+VIRGINIA+STATE+ROUTE+37%2FUS+ROUTE+11+IN+THE+NORTH%2C+FREDERICK+COUNTY%2C+VIRGINIA.&rft.title=VIRGINIA+STATE+ROUTE+37%2C+VIRGINIA+STATE+ROUTE+37%2FINTERSTATE+HIGHWAY+81+%2FUS+ROUTE+11+IN+THE+SOUTH+TO+VIRGINIA+STATE+ROUTE+37%2FUS+ROUTE+11+IN+THE+NORTH%2C+FREDERICK+COUNTY%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 - Final. Preparation date: April 23, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TEXAS STATE HIGHWAY 130, INTERSTATE HIGHWAY 35 NORTH OF GEORGETOWN TO INTERSTATE HIGHWAY 10 NEAR SEGUIN; CALDWELL, GUADELUPE, TRAVIS, AND WILLIAMSON COUNTIES, TEXAS. AN - 36411791; 8461 AB - PURPOSE: The construction of Texas State Highway 130 (TX 130), a highway proceeding north to south, located in central Texas, is proposed. Interstate Highway 35 (I-35), the existing major freeway serving the Austin-San Antonio corridor and interregional travelers, has grown congested through central Texas, resulting in poor levels of service, long travel times at peak periods, and high accident rates. The project area is divided into three segments and alignment alternatives are evaluated for each of three segments. Nine alternatives, including a No Action Alternative, are considered in this final EIS. The preferred alternative (Alternative 2) would include the construction of a controlled-access facility extending approximately 91 miles. The facility would extend from I-35 at TX 195, north of Georgetown in Williamson County, to I-10 near Sequin in Guadalupe County. The highway would generally parallel I-35 on the east side of the interstate, running east of the urban areas of Austin, San Marcos, New Braunfels, and San Antonio. The project would provide a multimodal transportation facility consisting of six main lanes and frontage roads as appropriate, though most of the corridor would be without frontage roads. Median width would be sufficient to accommodate additional transportation modes. The facility could be developed as a toll road. The project would be phased. The frontage roads could be constructed initially depending on funding, accessibility, and other factors. The full highway could be initially constructed with fewer lanes than the ultimate facility. Additional capacity would be added as traffic demand and conditions warrant. The estimated construction and right-of-way costs of the preferred action are approximately $1.2 billion and approximately $0.3 billion, respectively. POSITIVE IMPACTS: Under the preferred alternative, the highway would relieve congestion on I-35 and other major transportation route within the Austin-San Antonio corridor, improving mobility and enhancing access to important public facilities. NEGATIVE IMPACTS: Under the preferred alternative, the rights-of-way requirements, amounting to 5,314 acres, would result in the displacement of 168 residences and 22 businesses and the loss of 3,842 acres of important farmland and 93.9 acres of high-quality wildlife habitat. The preferred alternative would also result in the loss of 4,749.1 acres of vegetation covers, including 1,940.5 acres of grassland, 1,882.9 acres of cropland, 26.9 acres of aquatic, 579.5 acres of mesquite-hackberry brush/woods, 252.4 acres of upland woods /savannah, and 66.9 acres of riparian woods vegetation. The project would result in neighborhood disruptions. Traffic-generated noise would exceed federal standards for 176 receptors. Construction activities would encounter eight hazardous materials sites. The facility would cross several rivers, creeks, and streams, and erosion and sedimentation during construction could adversely affect receiving waters in the short term. Rainfall runoff would increase due to increase in impervious cover; this runoff could contain pollutants that could have long-term effects on the quality of surface water. The facility would cross 65 drainages and adversely affect 50.4 acres of wetlands. The project would adversely affect neighborhoods and other residential areas through relocations, proximity effects, noise impacts, visual intrusion, and increased traffic. Residential property values near the right-of-way could decrease due to the perceived negative effects associated with highways (noise, pollution, dust, and decreased privacy). LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Intermodal Surface Transportation Efficiency 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). PRIOR REFERENCES: For the abstract of the draft EIS, see 00-0215D, Volume 24, Number 2. JF - EPA number: 010139, 729 pages and maps, April 23, 2001 PY - 2001 KW - Roads and Railroads KW - Agency number: FHWA-TX-EIS-99-01-F KW - Air Quality KW - Cultural Resources KW - Cultural Resources Surveys KW - Environmental Justice KW - Farmlands KW - Geologic Assessments KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Historic Sites Surveys KW - Land Use KW - Noise KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Socioeconomic Assessments KW - Soils Surveys KW - Vegetation KW - Water Resources KW - Wetlands KW - Wildlife KW - Wildlife Habitat KW - Texas KW - Department of Transportation Act of 1966, as amended, Parks KW - Intermodal Surface Transportation Efficiency Act of 1991, 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/36411791?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-04-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TEXAS+STATE+HIGHWAY+130%2C+INTERSTATE+HIGHWAY+35+NORTH+OF+GEORGETOWN+TO+INTERSTATE+HIGHWAY+10+NEAR+SEGUIN%3B+CALDWELL%2C+GUADELUPE%2C+TRAVIS%2C+AND+WILLIAMSON+COUNTIES%2C+TEXAS.&rft.title=TEXAS+STATE+HIGHWAY+130%2C+INTERSTATE+HIGHWAY+35+NORTH+OF+GEORGETOWN+TO+INTERSTATE+HIGHWAY+10+NEAR+SEGUIN%3B+CALDWELL%2C+GUADELUPE%2C+TRAVIS%2C+AND+WILLIAMSON+COUNTIES%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Austin, Texas; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: April 23, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WAUKESHA COUNTY HIGHWAY J/WISCONSIN STATE HIGHWAY 164, INTERSTATE HIGHWAY 94 TO WASHINGTON COUNTY ROAD E, WASHINGTON AND WAUKESHA COUNTIES, WISCONSIN. AN - 16341060; 8451 AB - PURPOSE: The reconstruction of 17.1 miles of Waukesha County Highway J /Wisconsin State Highway 164 from Interstate Highway 94 (I-94) to Washington County Road E (CR E), located in southeastern Wisconsin, is proposed. The project corridor extends from Rockwood Drive north of I-94 in Waukesha County to a point north of CR E in Washington County. The existing two-lane facility is a principal highway serving local traffic in the city of Pewaukee, the villages of Pewaukee and Sussex, and the towns of Lisbon, Richfield, and Polk as well as through traffic between I-94 and US Highway 41. The corridor is transitioning to urban/suburban development and traffic is estimated to increase by 60 percent or more by 2025. The present level of service during peak traffic periods is poor. Safety concerns include restricted stopping sight distances at several hills, numerous access points that contribute to poor traffic operations, and an at-grade railroad crossing with an exposure factor that exceeds federal criteria. Several segments have accident rates above the statewide average for similar highways. In addition to a No Action Alternative, this draft EIS considers four-lane widening alternatives and two-lane improvement alternatives. The project area is divided into eight sections for the on-alignment alternatives and two sections for the off-alignment alternatives. The widening alternatives would include the addition of lanes to the east or west side of the existing facility. Lanes would be widened down the middle of the existing alignment along some segments. To minimize impacts, urban and hybrid urban/rural typical sections would be used for the reconstructed highway. The urban sections would be provided from Rockwood Drive to Plainview Road, requiring 130 feet of right-of-way. The hybrid section would be provided between Plainview Road and CR E, requiring 160 feet of right-of-way. Along segments of the corridor where traffic volumes would not be expected to be high by 2025, the project would retain the two-lane section design in the interim, though these segments would be reconstructed, the pavement and shoulders widened, hills cut at some locations to improve signs distances, turn lanes and signals added as appropriate, and intersections improved. The estimated cost of the project is $46.0 million to $51.6 million. POSITIVE IMPACTS: Local and through access would be improved along the corridor. Emerging safety concerns would be addressed. Future land use planning would be supported. The project would provide adequate capacity for future traffic demands. NEGATIVE IMPACTS: The rights-of-way requirements, totaling approximately 83.7 to 89.3 acres, would result in the loss of approximately 26.4 to 32.6 acres farmland, approximately 13.6 to 15.6 acres of wetland, and approximately 2.8 to 5.9 acres of upland. They would also result in the displacement of 30 to 41 housing units, six farm buildings, and three commercial units. The project would traverse 16 streams, involving floodplain encroachment in some areas. Habitat for threatened and endangered species would be adversely affected. Noise levels would exceed federal standards at 18 receptor sites. The project could adversely affect the Bugline Recreation Trail and Heritage Trails Park due to rights-of-way developments. Construction activities would encounter eight hazardous waste sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966, as amended (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: 010129, 286 pages and maps, April 18, 2001 PY - 2001 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-01-01-D KW - Bridges KW - Endangered Species (Animals) KW - Farmlands KW - Hazardous Wastes KW - Highways KW - Historic Sites KW - Noise Standards Violations KW - Parks KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Trails KW - Wetlands KW - Wisconsin KW - Department of Transportation Act of 1966, as amended, Recreation Resources KW - National Historic Preservation Act of 1966, as amended, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16341060?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-04-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WAUKESHA+COUNTY+HIGHWAY+J%2FWISCONSIN+STATE+HIGHWAY+164%2C+INTERSTATE+HIGHWAY+94+TO+WASHINGTON+COUNTY+ROAD+E%2C+WASHINGTON+AND+WAUKESHA+COUNTIES%2C+WISCONSIN.&rft.title=WAUKESHA+COUNTY+HIGHWAY+J%2FWISCONSIN+STATE+HIGHWAY+164%2C+INTERSTATE+HIGHWAY+94+TO+WASHINGTON+COUNTY+ROAD+E%2C+WASHINGTON+AND+WAUKESHA+COUNTIES%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: April 18, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MONTANA STATE PRIMARY ROUTE 78, ABSAROKEE TO COLUMBIA, STILLWATER COUNTY, MONTANA. AN - 36418291; 8450 AB - PURPOSE: The reconstruction, widening, and realignment of a 16-mile segment of Montana State Primary Route 78 (P-78) from its junction with Montana State Secondary Route 419 (S-419) south of Absarokee to the Yellowstone River bridge south of Columbus, located southwest of the city of Billings in south-central Montana, are proposed. P-78 connects the towns of Absarokee and Columbus and provides access to Interstate Highway 90, the main east-west interstate in Montana. P-78 also connects the town of Red Lodge, the county seat of Carbon County, to Columbus, the county seat of Stillwater County. The facility is an important element in contributing to the economic health of the agricultural and mining industries, as well as to recreational uses of the area. The existing alignment is generally east of and parallel to the Stillwater River. The driving surface does not meet state standards for a rural minor arterial with respect to width and physical condition. The roadway has no shoulders, and the surface and subgrade are deteriorating. Issues include farmlands, parks and recreation facilities, transportation right-of-way and relocations, socioeconomics, air quality, noise, water quality, wetlands, waterbodies and wildlife habitat, threatened and endangered species, archeological and historic resources, hazardous waste sites, and visual resources. Seven alternatives, including a No-Build Alternative, are considered in this draft EIS. The preferred alternative (Alternative B1) would involve a 32-foot-wide paved roadway. From S-419 on the south through Absarokee to Shane Creek the existing alignment would be followed, with numerous changes to the vertical and horizontal alignment. Immediately south of Shane Creek, the alignment would shift to the east then swing to the west to the outside of the existing short corner to provide a gentler curve at Nellie's Corner. Storm water and water system improvements would be incorporated into the project. This alternative would include a climbing lane along the incline south of Absarokee. The project would be implemented sometime after 2003. The estimated cost of construction is $14.4 million in 1999 dollars. POSITIVE IMPACTS: The facility would meet design standards, enhancing the safety and efficiency of travel within the corridor. Widening the route would correct horizontal and vertical curve deficiencies. NEGATIVE IMPACTS: Under the preferred alternative, the rights-of-way requirements, totaling 198.9 acres, would result in the displacement of 191.2 acres of farmland, including 19.7 acres of prime farmland and 171.5 acres of farmland of statewide importance. The preferred alternative would result in the displacement of three residences, three outbuildings, and nine wells. Rights-of-way encroachments could adversely affect the operation of one business, but no commercial establishments would be displaced. The preferred alternative would result in the displacement of approximately 1,506 square feet of MacKay Athletic Field. The facility would traverse floodplains associated with Butcher, Beaver, Whitebird, and Shane creeks. Noise levels would exceed federal standards at two sites. The preferred alternative would adversely affect the Lower Stillwater River Historic Irrigation District and Half-Way Ranch and Riverside Inn, all of which are historically significant. Cut-and-fill slopes would adversely affect the landscape in the area of Nellie's Corner somewhat. Construction would adversely affect water quality in the Yellowstone River basin in the short term. The preferred alternative would result in the loss of approximately 2.3 acres of wetlands. The project would encounter three potential sites of hazardous materials. The temporary adverse impacts associated with constructions would include increased noise, mobile source emissions, fugitive dust, soil erosion, construction easements, and traffic delays. LEGAL MANDATES: Department of Transportation Act of 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). JF - EPA number: 010128, 315 pages, April 17, 2001 PY - 2001 KW - Roads and Railroads KW - Agency number: FHWA-MT-EIS-99-01-D KW - Air Quality KW - Creeks KW - Cultural Resources Surveys KW - Endangered Species (Animals) KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Historic Sites KW - Noise Standards Violations KW - Parks KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Safety KW - Safety Analyses KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Socioeconomic Assessments KW - Threatened Species (Animals) KW - Visual Resources KW - Water Quality KW - Wells KW - Wetlands KW - Wildlife Habitat KW - Montana KW - Department of Transportation Act of 1966, as amended, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, as amended, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36418291?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-04-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MONTANA+STATE+PRIMARY+ROUTE+78%2C+ABSAROKEE+TO+COLUMBIA%2C+STILLWATER+COUNTY%2C+MONTANA.&rft.title=MONTANA+STATE+PRIMARY+ROUTE+78%2C+ABSAROKEE+TO+COLUMBIA%2C+STILLWATER+COUNTY%2C+MONTANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Helena, Montana; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: April 17, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - OUTER CONNECTOR STUDY, NORTHWEST QUADRANT, SPOTSYLVANIA AND STAFFORD COUNTIES, VIRGINIA (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1997). AN - 36415311; 8457 AB - PURPOSE: The construction of a highway to the north and west of the city of Fredericksburg, located in northeastern Virginia, is proposed. The project area extends from US Highway 1 (US 1) in the vicinity of Interstate Highway 95 (I-95) and Virginia State Route 627 (VA 627) in Stafford County southwesterly across US 17 and the Rappahannock River, to VA 3 in the vicinity of the intersection with VA 610 near Chancellorsville in Spotsylvania County. The roadway would provide an additional north-south travel corridor in the region, relieving current and projected congestion on I-95, US 17, and VA 3. The Fredericksburg area is one of Virginia's fastest growing regions. Issues include travel access and congestion, land use, relocations, environmental justice, recreation resources, visual resources, historic and archaeological resources, wildlife habitat, air quality, noise, water quality, riparian lands, wild and scenic rivers, groundwater, floodplains, wetlands, farmlands, land cover, forest fragmentation, threatened and endangered species, and hazardous materials. Two alternatives, including a No-Build Alternative (No Action Alternative), are considered in this draft supplement to the draft EIS of September 1997. The Regional Build Alternative would consist of a four-lane, limited-access, median-divided roadway and include two bridges across the Rappahannock River. The roadway would be nine to 14 miles long, depending on which one of nine corridor options were selected. Eight corridors (Corridors 1, 1A, 1B, 2, 3, 4, 4A, and 4B) would be similar in that their respective northern terminus would tie in to the I-95/US 1 interchange in Stafford County, in the vicinity of VA 627 and the Mine Road Extension/airport access. From this connection, the corridors would proceed southwesterly to a crossing of US 17, continue in a southerly direction to a crossing of the Rappahannock River, and then connect to VA 3 at their respective southern terminus in Spotsylvania County. With these eight corridors, access would be provided at four locations, namely the planned Mine Road Extension and planned I-95/VA 627 interchange, a mid Stafford site (not applicable to Corridor 3) referred to as the Ward Interchange, US 17, and VA 3. The remaining corridor option (Corridor 5) would consist of three components. The first component would run from its northern terminus at the proposed I-95/US 1 interchange southwest to an interchange at US 17. The second component would involve a VA 3 bypass with new interchanges on I-95 in Fredericksburg north of the existing I-95/VA 3 interchange, as well as interchanges at Fat Hill Avenue (VA 639) and at VA 3. Access to I-95 at this interchange location would be provided via new collector-distributor (C-D) roads along I-95 from the I-95/US 17 interchange to the I-95/VA 3 interchange. On the segment of I-95 between the US 17 interchange and the proposed Corridor 5 interchange, six lanes (three northbound and three southbound) of C-D roads would be needed. On the segment between the new Corridor 5 interchange and the VA 3 interchange, only four lanes (two northbound and two southbound) of C-D roads would be needed. These C-D roads would require the construction of two additional bridges adjacent to the existing I-95 crossing of the Rappahannock River. The estimated costs of the build alternatives are $91.8 million to $214.4 million. POSITIVE IMPACTS: Under the proposed action, the facility would benefit through travel in the region and improve safety and efficiency. It would also provide for improved intermodal linkages to promote economic growth. NEGATIVE IMPACTS: Under the build alternatives, the rights-of-way requirements would displace up to 380 families or individuals, up to 36 commercial businesses, and up to 6 nonprofit or community facilities. The project could result in a high degree of change to the scenic quality of the Rappahannock River at the bridge crossings. The build alternatives would also result in the loss of up to 10.2 acres of wetlands, up to 322 acres of prime farmland, and up to 126.4 acres of likely habitat of the small whorled pogonia. In addition, up to 20 perennial streams would be crossed. Some of the corridors would require the taking of property from the Banks Ford and Lick Run historic districts. Up to 278 sites would be adversely affected by noise, including up to 227 sites approaching or exceeding the Federal Highway Administration's noise activity criteria and up to 85 sites having a substantial increase under the Virginia Department of Transportation's substantial increase criteria. LEGAL MANDATES: Department of Transportation Act of 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 97-0446D, Volume 21, Number 4. JF - EPA number: 010135, Volume 1--633 pages and maps, Volume II--747 pages, April 16, 2001 PY - 2001 KW - Roads and Railroads KW - Agency number: FHWA-VA-EIS-97-03-DS KW - Air Quality KW - Bridges KW - Creeks KW - Cultural Resources KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Environmental Justice KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highway Structures KW - Highways KW - Historic Sites KW - Land Use KW - Noise Assessments KW - Noise Standards Violations KW - Recreation KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Transportation KW - Visual Resources KW - Water Quality KW - Water Resources KW - Wetlands KW - Wildlife KW - Wildlife Habitat KW - Rappahannock River KW - Virginia KW - Department of Transportation Act of 1966, as amended, Archaeological Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, as amended, Archaeological Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36415311?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=OUTER+CONNECTOR+STUDY%2C+NORTHWEST+QUADRANT%2C+SPOTSYLVANIA+AND+STAFFORD+COUNTIES%2C+VIRGINIA+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1997%29.&rft.title=OUTER+CONNECTOR+STUDY%2C+NORTHWEST+QUADRANT%2C+SPOTSYLVANIA+AND+STAFFORD+COUNTIES%2C+VIRGINIA+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1997%29.&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: April 16, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US HIGHWAY 12, LAKE DELTON TO SAUK CITY, INTERSTATE HIGHWAY 90/94 TO SKI HI ROAD, SAUK COUNTY, WISCONSIN (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF JULY 1996). AN - 36411763; 8445 AB - PURPOSE: The reconstruction of US Highway 12 (US 12) from Interstate Highway 90 /94 (I-90/94) in Lake Delton to Ski Hi Road in Sauk City, located in south-central 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. Issues include the effects on the natural environment including the adjacent Baraboo Hills and the Baraboo National Natural Landmark, as well as the effects on cultural resources, socioeconomics, and land use. Six alternatives, including a No Action Alternative, are considered in this draft supplement to the draft EIS of July 1996. Action alternatives assessed in include four-lane expansion of the highway on the existing alignment and bypass alignments. The preferred alternative, which is a hybrid of alternatives 3 and 5, with some minor modifications, has been divided into three stages. Stage 1, which would take place between 1999 and 2004, would involve individual spot improvements to the US 12 alignment from I-90/94 to Ski Hi Road. Stage 2, which would take place between 2004 and 2006, would involve the construction of a two-lane expressway on new alignment from Fern Dell Road to Old Highway 33 north of Baraboo to upgrade the existing facility to a four-lane roadway with a two-way, left-turn lane. Stage 3, which would not commence earlier than 2015, would involve the construction of a four-lane freeway bypass around Baraboo, extending from Old Highway 33 to Ski Hill Road. The estimated construction costs for Stages 1, 2, and 3 are $29 million, $39 million, and $68 million, respectively. POSITIVE IMPACTS: The project would expand the capacity of US 12 and 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: Under the preferred alternative, the rights-of-way would require 21.2 acres for Stage 2 On, 214.3 acres for Stage 2 Off, and 184.2 acres for Stage 3. This would result in the displacement of nine residences and two businesses with 24 employees for Stage 2 On, six residences and two businesses with 77 employees for Stage 2 Off, and seven residences and 2 businesses with 39 employees for Stage 3. It would also result in the loss of 1.0 acre of wetlands for Stage 2 Off and 7.0 acres of wetlands for Stage 3. Land takings would also result in the loss of 8.0 acres of agricultural land under Stage 2 On, 139.4 acres of agricultural land under Stage Off, and 96.7 acres of agricultural land under Stage 3, as well as the loss of 50.0 acres of wooded land under Stage 2 Off and 50.0 acres of wooded land under Stage 3. Other land lost under the preferred alternative would include 3.2 acres under Stage 2 On, 9.6 acres under Stage 2 Off, and 13.9 acres under Stage 3. 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). Baraboo River would be crossed as well as other creeks. PRIOR REFERENCES: For the abstract of the draft EIS, see 96-0371D, Volume 20, Number 4. JF - EPA number: 010123, Draft EIS--641 pages and maps, Appendices--142 pages and maps, April 12, 2001 PY - 2001 KW - Roads and Railroads KW - Agency number: FHWA-WIS-EIS-96-02-SD KW - Air Quality Assessments KW - Cultural Resources KW - Farmlands KW - Forests KW - Highways KW - Highway Structures KW - Impact Assessment Methodology KW - Land Use KW - Recreation Resources KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Socioeconomic Assessments KW - Wetlands KW - Baraboo National Natural Landmark 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/36411763?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-04-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+HIGHWAY+12%2C+LAKE+DELTON+TO+SAUK+CITY%2C+INTERSTATE+HIGHWAY+90%2F94+TO+SKI+HI+ROAD%2C+SAUK+COUNTY%2C+WISCONSIN+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JULY+1996%29.&rft.title=US+HIGHWAY+12%2C+LAKE+DELTON+TO+SAUK+CITY%2C+INTERSTATE+HIGHWAY+90%2F94+TO+SKI+HI+ROAD%2C+SAUK+COUNTY%2C+WISCONSIN+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JULY+1996%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: April 12, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PRESIDENT GEORGE BUSH TURNPIKE, SEGMENT IV FROM INTERSTATE HIGHWAY 35E TO INTERSTATE HIGHWAY 635, DALLAS COUNTY, TEXAS. AN - 36411200; 8442 AB - PURPOSE: The construction of a five-mile, north-south, controlled-access tollway in the cities of Carrollton, Farmers Branch, and Irving, located in northeastern Texas, is proposed. The project would connect segments III and IV of the President George Bush Turnpike (PGTP). The facility would be a six-lane freeway, configured in such a manner as to accommodate identified transportation needs as traffic demand warrants. The year 2020 traffic forecasts for the corridor identify travel demand needs in excess of those that can be satisfied by the financially constrained action proposed in the Metropolitan Transportation Plan, Mobility 2000. Issues include land use, noise, socioeconomics, water resources, and hazardous materials. Six alternatives, including a No-Build Alternative, are considered in this draft EIS. Under the five build alternatives, the project would begin at Interstate Highway 35E (I-35E) on the north and extend to I-635 on the south. The primary alternatives would vary in the middle sections as they crossed the east-west arterials of Sandy Lake Road, Belt Line Road, Valwood Parkway, and Valley View Lane. Primary Alternative 7 would lie closest to the Elm Fork of the Trinity River. The alignments of Primary Alternative 8 and Primary Alternative 16 would follow existing Luna Road through an industrial development. Primary Alternative 10 and Primary Alternative 15 would have similar alignments from Valwood Parkway to the I-635 interchange, differing in their alignments through the Sandy Lake Amusement Park and the Dallas Water Utilities sedimentation ponds. POSITIVE IMPACTS: The project would improve area mobility and the economic viability of areas adjacent to the corridor, and alleviate existing congestion and meet future traffic demand. NEGATIVE IMPACTS: The rights-of-way requirements would result in the displacement of three to 10 businesses and the loss of 243.06 to 208.35 acres of land. Most of the lost land would be parkland, other open space, and floodplain land, though the project would also result in the loss of 9.6 to 15.2 acres of bottomland hardwoods and 30.9 to 41.9 acres of pastureland range. Borrow areas would adversely affect 258 acres of hay production land. Habitat for the endangered interior least tern would be taken. At least 1.09 acres of parkland would be lost. The suburban landscape of the area would be changed significantly. The facility would be located within areas designated as non-attainment areas for ozone levels. Noise levels would exceed federal standards for certain residential areas, though noise control barriers would be feasible in one area. The facility would traverse both perennial and in intermittent streams and require the placement of fill in at least two ponds and 8.95 to 14.85 acres of wetlands. The use of borrow sites would adversely affect 63.65 acres of wetlands and 8.31 acres of jurisdictional waters of the United States. Six historic sites and one archaeological site could be adversely affected. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 010120, Draft EIS--624 pages and maps, Reference Material--421 pages, April 9, 2001 PY - 2001 KW - Roads and Railroads KW - Agency number: FHWA-TX-EIS-00-02-D KW - Air Quality KW - Air Quality Standards Violations KW - Archaeological Sites KW - Borrow Pits KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Highways KW - Highway Structures KW - Historic Sites KW - Land Use KW - Noise KW - Noise Control KW - Noise Standards Violations KW - Open Space KW - Parks KW - Ranges KW - Relocations-Property Acquisitions KW - Rivers KW - Socioeconomic Assessments KW - Vegetation Surveys KW - Visual Resources KW - Wetlands KW - Texas KW - Department of Transportation Act of 1966, as amended, Parks KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, as amended, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36411200?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-04-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PRESIDENT+GEORGE+BUSH+TURNPIKE%2C+SEGMENT+IV+FROM+INTERSTATE+HIGHWAY+35E+TO+INTERSTATE+HIGHWAY+635%2C+DALLAS+COUNTY%2C+TEXAS.&rft.title=PRESIDENT+GEORGE+BUSH+TURNPIKE%2C+SEGMENT+IV+FROM+INTERSTATE+HIGHWAY+35E+TO+INTERSTATE+HIGHWAY+635%2C+DALLAS+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 - Draft. Preparation date: April 9, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MIDDLE RIVER EMPLOYMENT CENTER ACCESS STUDY, BALTIMORE COUNTY, MARYLAND. AN - 16336607; 8431 AB - PURPOSE: The construction of a 3.6-mile four-lane highway to provide access to the Middle River Employment Center (MREC), located in northern Maryland, is proposed. Historically, the MERC has been a scene of major manufacturing enterprises, primarily associated with the aircraft industry. Recently, however, the MERC has suffered a loss of manufacturing jobs and a decrease in overall quality of life for its residents. Recent economic development initiatives by the county have stressed the need to reinvest in the area to revitalize its economy and provide a channel for growth as opposed to encouraging growth in more rural portions of the county. Although Interstate Highway 95 passes within close proximity to the MREC, there is not direct access to the interstate. Six alternatives, including a No-Build Alternative, are considered in this final EIS. All five build alternatives would involve construction of a four-lane, divided highway connecting Maryland State Highway 43 (MD 43)/US Highway 40 with MD 150. All build alternatives would also involve the possibility of minor upgrades to MD 150 east of the dualization to compensate for additional traffic volumes. The alternatives would differ in the routes taken through the MREC and in the point at which each connects with MD 150. Multi-modal options were also considered, including enhanced bus service, park-and-ride lots, enhancements to the Martin MARC Rail Station, employer-based travel demand management measures (TDM), transportation management areas to assist in implementation of the TDM options, high-occupancy vehicle lanes on the roadway, reverse commute trains on the MARC lines, and a light rail system. The estimated cost of the preferred alternative (Alternative D Modified) is $59.4 million. POSITIVE IMPACTS: Project implementation would provide improved access from the regional transportation network to major economic development opportunity sites and foster increased utilization of established employment areas in the MREC of southeast Baltimore County. NEGATIVE IMPACTS: The development of 118.1 acres of rights-of-way, including 106 acres within 24 properties in private ownership, would result in the displacement of five residences and one business, as well as the loss of 9.9 acres of wetlands, 59.5 acres of forested land, and 3.4 acres of farmland. Five streams would be traversed, and approximately 390 linear feet of stream would be altered. The project would encroach on 2.4 acres of floodplain. Noise levels would exceed federal standards at two sensitive receptor sites. One historic site listed on the National Register of Historic Places would be adversely affected. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 99-0296D, Volume 23, Number 3. JF - EPA number: 010109, 751 pages and maps, April 6, 2001 PY - 2001 KW - Roads and Railroads KW - Agency number: FHWA-MD-EIS-99-02-F KW - Creeks KW - Employment KW - Farmlands KW - Floodplains KW - Forests KW - Highways KW - Historic Sites KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Wetlands KW - Maryland KW - Department of Transportation Act of 1966, as amended, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, as amended, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16336607?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-04-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MIDDLE+RIVER+EMPLOYMENT+CENTER+ACCESS+STUDY%2C+BALTIMORE+COUNTY%2C+MARYLAND.&rft.title=MIDDLE+RIVER+EMPLOYMENT+CENTER+ACCESS+STUDY%2C+BALTIMORE+COUNTY%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Baltimore, Maryland; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: April 6, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MID-CITY/WESTSIDE TRANSIT CORRIDOR PROJECT, WILSHIRE BUS RAPID TRANSIT AND EXPOSITION TRANSITWAY, LOS ANGELES, BEVERLEY HILLS, CULVER CITY, AND SANTA MONICA, LOS ANGELES COUNTY, CALIFORNIA. AN - 16341097; 8435 AB - PURPOSE: The implementation of a rapid transit bus or light rail system with the Mid-City/Westside corridor of Los Angeles, Beverley Hills, Culver City, and Santa Monica, located in southern California, is proposed. 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. Major issues considered during scoping include transportation effects, land use and development, demographics and neighborhoods, community facilities, fiscal and economic condition, visual conditions, air quality, energy, noise and vibration, and environmental justice. In addition to a No Action Alternative and a transportation system management alternative, this draft EIS considers three build alternatives as well as several subalternatives. The Wilshire Boulevard Bus Rapid Transit (BRT) Alternative would operate at-grade beginning at the Metro Red Line Wilshire/Western Station and extending westward along Wilshire Boulevard through the affected cities. Fourteen stations, spaced approximately one mile apart, would be provided. Both the Exposition BRT Alternative and the Light Rail Transit (LRT) Alternative would be situated mostly at-grade along an existing railroad right-of-way from the Long Beach Blue Line in downtown Los Angeles through Culver City to Santa Monica. The Exposition BRT and LRT would provide an additional 20 stations. For both the BRT and LRT alignments on Exposition, the route detours off Exposition Boulevard from Venice/Washington to Sepulveda/Exposition via Venice Boulevard and Sepulveda Boulevard. In addition, the Minimum Operable Segment option for the BRT and LRT Exposition Boulevard alternatives, which may be implemented if funding is available, would continue the transit line west to Venice Boulevard. The preferred alternative would (Alternative 3) involve the BRT and the LRT Exposition Boulevard alternatives in combination. Parking for up to 2,900 cars would be provided at eight stations along the alignment. The estimated costs of the project are approximately $354 million to approximately $1.0 billion, depending on the alternative considered. The estimated cost of Alternative 3 is $1.0 billion. 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 also be accommodated. NEGATIVE IMPACTS: The BRT component of the project would require conversion of two mixed-flow traffic lanes into exclusive bus lanes, reducing the capacity of Wilshire Boulevard for automobiles and diverting cars onto other streets. On-street parking would be displaced, as would left-turn pockets. Potential widening of Wilshire Boulevard would result in reduction of sidewalk widths and introduce secondary impacts to utility lines and businesses in the affected areas. The widening of Sepulveda Boulevard would have similar impacts and has met with significant community opposition. Residents would experience the effects of noise and air pollutants emitted by buses using the system. LEGAL MANDATES: Federal Transit Act, as amended (49 U.S.C. Chapter 53), Department of Transportation Act of 1966, as amended (49 U.S.C. 303), and Executive Order 12898. JF - EPA number: 010113, 791 pages, April 5, 2001 PY - 2001 KW - Roads and Railroads KW - Air Quality KW - Biologic Assessments KW - Energy Consumption KW - Environmental Justice KW - Geologic Assessments KW - Land Acquisitions KW - Land Use KW - Noise KW - Noise Assessments KW - Parking KW - Recreation KW - Recreation Resources Surveys KW - Rapid Transit Systems KW - Roads KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Transportation KW - Visual Resources KW - California KW - Federal Transit Act, as amended, Compliance KW - Department of Transportation Act of 1966, as amended, Compliance KW - Executive Order 12898, Environmental Justice UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16341097?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-04-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MID-CITY%2FWESTSIDE+TRANSIT+CORRIDOR+PROJECT%2C+WILSHIRE+BUS+RAPID+TRANSIT+AND+EXPOSITION+TRANSITWAY%2C+LOS+ANGELES%2C+BEVERLEY+HILLS%2C+CULVER+CITY%2C+AND+SANTA+MONICA%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.title=MID-CITY%2FWESTSIDE+TRANSIT+CORRIDOR+PROJECT%2C+WILSHIRE+BUS+RAPID+TRANSIT+AND+EXPOSITION+TRANSITWAY%2C+LOS+ANGELES%2C+BEVERLEY+HILLS%2C+CULVER+CITY%2C+AND+SANTA+MONICA%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Los Angeles, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: April 5, 2001 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - Static response of fly ash columnar improved ground AN - 52057898; 2002-076281 AB - This study presents the results of a series of monotonic undrained triaxial compression tests on clay specimens improved by columnar reinforcement. The process of loading and stress redistribution of a fly ash-clay specimen (FCS), in comparison with a sand-clay specimen (SCS), is examined in terms of stress-strain characteristics, generation of excess pore-water pressure, effective and total earth pressures, development of stress concentration, and the normalized undrained shear strength of the improved soil. It was found, predictably, that the deviator stress of the composite specimens was influenced by the consolidation stress, replacement area ratio, and properties of the column material. The stress concentration at the top of the composite ground which depends on the loading stage reaches a peak after the consolidation state and is reduced due to stress redistribution between the column and the soft ground. In terms of improvement effects, the mean shear strengths of FCS and SCS relative to the clay specimen are three and seven times greater, respectively, for a replacement area ratio of 49%. JF - Canadian Geotechnical Journal = Revue Canadienne de Geotechnique AU - Porbaha, Ali AU - Pradhan, T B S AU - Kishida, T Y1 - 2001/04// PY - 2001 DA - April 2001 SP - 276 EP - 286 PB - National Research Council of Canada, Ottawa, ON VL - 38 IS - 2 SN - 0008-3674, 0008-3674 KW - soil mechanics KW - shear strength KW - Far East KW - earth pressure KW - strain KW - stress KW - triaxial tests KW - physical properties KW - ash KW - pore pressure KW - Asia KW - Japan KW - Daikohu Clay KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/52057898?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Canadian+Geotechnical+Journal+%3D+Revue+Canadienne+de+Geotechnique&rft.atitle=Static+response+of+fly+ash+columnar+improved+ground&rft.au=Porbaha%2C+Ali%3BPradhan%2C+T+B+S%3BKishida%2C+T&rft.aulast=Porbaha&rft.aufirst=Ali&rft.date=2001-04-01&rft.volume=38&rft.issue=2&rft.spage=276&rft.isbn=&rft.btitle=&rft.title=Canadian+Geotechnical+Journal+%3D+Revue+Canadienne+de+Geotechnique&rft.issn=00083674&rft_id=info:doi/ L2 - http://pubs.nrc-cnrc.gc.ca/rp-ps/journalDetail.jsp?jcode=cgj&lang=eng LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2002-01-01 N1 - Number of references - 55 N1 - PubXState - ON N1 - Document feature - illus. incl. 1 table N1 - Last updated - 2012-06-07 N1 - CODEN - CGJOAH N1 - SubjectsTermNotLitGenreText - ash; Asia; Daikohu Clay; earth pressure; Far East; Japan; physical properties; pore pressure; shear strength; soil mechanics; strain; stress; triaxial tests ER - TY - JOUR T1 - WYDOT's water well at Mule Creek Junction rest area, Niobrara County, Wyoming AN - 51180103; 2001-061775 JF - Wyoming Geo-Notes AU - Falk, Mark Y1 - 2001/04// PY - 2001 DA - April 2001 SP - 38 EP - 41 PB - Geological Survey of Wyoming, Laramie, WY VL - 69 SN - 8756-0348, 8756-0348 KW - United States KW - water quality KW - Mississippian KW - Cretaceous KW - Lakota Formation KW - Mule Creek Junction Wyoming KW - drinking water KW - Madison Group KW - ground water KW - pump tests KW - artesian waters KW - sediments KW - hydrology KW - water supply KW - Lower Cretaceous KW - clastic sediments KW - Paleozoic KW - Carboniferous KW - porosity KW - Mesozoic KW - Niobrara County Wyoming KW - Wyoming KW - runoff KW - alluvium KW - water wells KW - 21:Hydrogeology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51180103?accountid=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=Wyoming+Geo-Notes&rft.atitle=WYDOT%27s+water+well+at+Mule+Creek+Junction+rest+area%2C+Niobrara+County%2C+Wyoming&rft.au=Falk%2C+Mark&rft.aulast=Falk&rft.aufirst=Mark&rft.date=2001-04-01&rft.volume=69&rft.issue=&rft.spage=38&rft.isbn=&rft.btitle=&rft.title=Wyoming+Geo-Notes&rft.issn=87560348&rft_id=info:doi/ LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2001-01-01 N1 - Number of references - 3 N1 - PubXState - WY N1 - Document feature - illus. incl. geol. sketch map N1 - Last updated - 2012-06-07 N1 - SubjectsTermNotLitGenreText - alluvium; artesian waters; Carboniferous; clastic sediments; Cretaceous; drinking water; ground water; hydrology; Lakota Formation; Lower Cretaceous; Madison Group; Mesozoic; Mississippian; Mule Creek Junction Wyoming; Niobrara County Wyoming; Paleozoic; porosity; pump tests; runoff; sediments; United States; water quality; water supply; water wells; Wyoming ER - TY - JOUR T1 - Preliminary updates of the attenuation relationships of Sadigh and others AN - 51119730; 2006-009570 JF - Seismological Research Letters AU - Chiou, B AU - Youngs, R A AU - Anonymous Y1 - 2001/04// PY - 2001 DA - April 2001 SP - 234 PB - Seismological Society of America, El Cerrito, CA VL - 72 IS - 2 SN - 0895-0695, 0895-0695 KW - Taiwan KW - Far East KW - Duzce earthquake 1999 KW - Izmit earthquake 1999 KW - statistical analysis KW - magnitude KW - data processing KW - Turkey KW - prediction KW - attenuation KW - ground motion KW - data bases KW - Chi-chi earthquake 1999 KW - Asia KW - earthquakes KW - regression analysis KW - Middle East KW - 19:Seismology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51119730?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Seismological+Research+Letters&rft.atitle=Preliminary+updates+of+the+attenuation+relationships+of+Sadigh+and+others&rft.au=Chiou%2C+B%3BYoungs%2C+R+A%3BAnonymous&rft.aulast=Chiou&rft.aufirst=B&rft.date=2001-04-01&rft.volume=72&rft.issue=2&rft.spage=234&rft.isbn=&rft.btitle=&rft.title=Seismological+Research+Letters&rft.issn=08950695&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - SSA 2001 96th annual meeting N1 - Copyright - GeoRef, Copyright 2015, American Geosciences Institute. N1 - Date revised - 2006-01-01 N1 - PubXState - CA N1 - Last updated - 2015-04-16 N1 - CODEN - EAQNAT N1 - SubjectsTermNotLitGenreText - Asia; attenuation; Chi-chi earthquake 1999; data bases; data processing; Duzce earthquake 1999; earthquakes; Far East; ground motion; Izmit earthquake 1999; magnitude; Middle East; prediction; regression analysis; statistical analysis; Taiwan; Turkey ER - TY - JOUR T1 - The performance of the Trans European Motorway structures during the Nov. 12, 1999 Duzce earthquake AN - 50308222; 2001-075806 AB - Almost 3 months after the devastating August 17, 1999 Kocaeli earthquake, another earthquake with a moment magnitude of 7.2 hit Turkey on November 12, 1999. Called the Duzce earthquake, it resulted from a right lateral strike-slip rupture along the secondary Duzce fault. Its epicenter was centered near the town of Duzce, in the province of Bolu. This earthquake caused close to 1000 fatalities and 5000 injuries. The damage to buildings was similar to that sustained during the Kocaeli earthquake. Two viaducts and one tunnel under construction exhibited extensive damage. The content of this paper is based on a reconnaissance survey, of bridge and tunnel sites along the Trans European Motorway (TEM) segment under construction near Bolu, conducted by the FHWA team dispatched to Turkey on November 28, 1999. During this survey, the roadway alignment and the physical condition of the Bolu Viaducts #1 and #2, and Bolu Bridge #2 were observed; superstructure damage to Viaduct #1 was viewed from the east and west abutments and from atop Piers #4, #5, and #10 (the first expansion joint from the western abutment of the westbound span); Bolu Bridge #2 damage was viewed at the west abutment seat and from atop the first pier east of the western abutment of the eastbound span. Bolu Tunnel damage was viewed from the Elmalik entrance westward to the collapse in both tunnels. JF - NIST Special Publication AU - Ghasemi, Hamid AU - Cooper, James D AU - Imbsen, Roy A2 - Cauffman, Stephen A. Y1 - 2001/04// PY - 2001 DA - April 2001 SP - 463 EP - 477 PB - U. S. Department of Commerce, National Institute of Standards and Technology, Washington, DC VL - 963 SN - 1048-776X, 1048-776X KW - North Anatolian Fault KW - Duzce earthquake 1999 KW - damage KW - Turkey KW - Trans European Highway KW - Europe KW - deformation KW - seismic response KW - structures KW - safety KW - San Andreas Fault KW - creep KW - tunnels KW - seismic risk KW - bridges KW - Asia KW - active faults KW - earthquakes KW - roads KW - Middle East KW - faults KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50308222?accountid=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=NIST+Special+Publication&rft.atitle=The+performance+of+the+Trans+European+Motorway+structures+during+the+Nov.+12%2C+1999+Duzce+earthquake&rft.au=Ghasemi%2C+Hamid%3BCooper%2C+James+D%3BImbsen%2C+Roy&rft.aulast=Ghasemi&rft.aufirst=Hamid&rft.date=2001-04-01&rft.volume=963&rft.issue=&rft.spage=463&rft.isbn=&rft.btitle=&rft.title=NIST+Special+Publication&rft.issn=1048776X&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - 32nd joint meeting of the U.S.-Japan Cooperative Program in Natural Resources; panel on Wind and seismic effects N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2001-01-01 N1 - PubXState - DC N1 - Document feature - illus. incl. sketch maps N1 - Last updated - 2012-06-07 N1 - CODEN - NSPUE2 N1 - SubjectsTermNotLitGenreText - active faults; Asia; bridges; creep; damage; deformation; Duzce earthquake 1999; earthquakes; Europe; faults; Middle East; North Anatolian Fault; roads; safety; San Andreas Fault; seismic response; seismic risk; structures; Trans European Highway; tunnels; Turkey ER - TY - RPRT T1 - HAMPTON ROADS CROSSING STUDY, ISLE OF WIGHT AND YORK COUNTIES, VIRGINIA. AN - 36409140; 8418 AB - PURPOSE: The construction of a bridge-tunnel crossing of Hampton Roads, located in southeastern Virginia, is proposed. Hampton Roads is the body of water and the harbor located between the mouth of the James River to the west and the Chesapeake Bay to the east. The term has been adopted locally and also refers to the metropolitan region that surrounds the Hampton Roads Harbor. The study areas includes the cities of Chesapeake, Hampton, Poquoson, Newport News, Norfolk, Suffolk, and Virginia Beach, as well as the counties of Isle of Wight and York. Project termini would include the Interstate Highway 64 (I-64)/I-664 interchange in Hampton, the I-64/I-564 interchange in Norfolk, Virginia Route 164 near Coast Guard Boulevard in Portsmouth, and the I-64/I-264/I-664 interchange in Chesapeake. Four alternatives, including a No-Build Alternative, are considered in this final EIS. Two potential tunnel designs are under consideration for each of the candidate build alternatives, namely, the steel tube design and the concrete tube design. The steel tube design, which would be similar to the existing I-664 tunnel, would be a generally circular tube section providing space above and below the travelway for ventilation. The ventilation would be accommodated with a fully transverse system. Fresh air would be supplied from ducts under the traffic, passed through the travelway, and exhausted in ducts above the ceiling. The overall height of the circular, steel tube section would be 40 feet. The concrete tube would have smaller outside dimensions. It would include a rectangular section and employ a jet air longitudinal ventilation system supplying fresh air from one end of the tunnel and pumping it longitudinally in accordance with traffic movements, prevailing winds, and weather conditions. The overall height of the tube section would be 30 feet. Regardless of the alternative route and tube design chosen, the crossing would include a bridge tunnel, a bridge, and culvert sections. The preferred alternative (Alternative 9) would provide a crossing parallel to the I-664 Monitor Merrimac Memorial Bridge Tunnel with a connection from the bridge tunnel to Norfolk and Portsmouth. On the Peninsula, it would begin at the I-64 interchange in Hampton and widen I-664 to the I-64/I-264 interchange in Chesapeake. It would include an interchange near the south approach structure for the Monitor Merrimack Memorial Bridge Tunnel, connecting to a roadway and bridge tunnel extending from I-664 to I-564 in Norfolk. In addition, a connection would be provided along the east side of Craney Island to the Western Freeway in Portsmouth. A paralleling, three-tube tunnel would be implemented, two tubes carrying vehicular traffic and the third designed for high-occupancy-vehicle, passenger rail, and/or bus travel. POSITIVE IMPACTS: The project would improve accessibility, mobility, and goods movement in the Hampton Roads metropolitan area, relieve congestion affecting the I-64 Hampton Roads Bridge Tunnel. The reduced height of the concrete tube design, as compared to the steel tube design, would decrease the area and volume of dredging required for the tunnel, thereby reducing excavation costs and habitat impacts. An armor stone structure would create 108 to 121 acres of benthic habitat. NEGATIVE IMPACTS: The rights-of-way requirements for the preferred alternative would result in the displacement of 38 residences, including 36 residences occupied by minority residents and 14 residences occupied by low-income persons, eight businesses, one church, one community facility, and one government building, and the loss of 116.6 acres of farmland. Traffic-generated noise in excess of federal standards would affect 187 dwelling units, but only units would experience substantial increases over current noise levels. A total of 27 dwelling units would experience both absolute and relative increases in noise levels. Minorities and low-income persons would be disproportionately affected by noise impacts. Culverts and bridges, respectively, would traverse 5,410 feet and 595 feet of waterbodies, adversely affecting 116 to 126 acres of benthic habitat and encroaching directly on 11.29 acres of wetlands and indirectly on 3.58 acres of wetlands. The project would encounter 23 hazardous waste sites. LEGAL MANDATES: Executive Order 11990, Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), 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 00-0104D, Volume 24, Number 1. JF - EPA number: 010096, 711 pages and maps, March 23, 2001 PY - 2001 KW - Roads and Railroads KW - Agency number: FHWA-VA-EIS-99-01-F KW - Air Quality Assessments KW - Biologic Assessments KW - Birds KW - Bridges KW - Community Facilities KW - Cultural Resources KW - Farmlands KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Hydrologic Assessments KW - Minorities KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Section 404(b) Statements KW - Socioeconomic Assessments KW - Traffic Analyses KW - Wetlands KW - Hampton Roads KW - Virginia KW - Executive Order 11900, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Funding 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/36409140?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-03-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=HAMPTON+ROADS+CROSSING+STUDY%2C+ISLE+OF+WIGHT+AND+YORK+COUNTIES%2C+VIRGINIA.&rft.title=HAMPTON+ROADS+CROSSING+STUDY%2C+ISLE+OF+WIGHT+AND+YORK+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 - Final. Preparation date: March 23, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTEGRATED DEEPWATER SYSTEM PROJECT. AN - 36410771; 9237 AB - PURPOSE: The replacement of the U.S. Coast Guard's nationwide system of assets used to execute its deepwater missions with an integrated system of surface, air, logistics, communication, and sensor systems is proposed over the next several decades. The deepwater missions are defined as operations at least 50 nautical miles offshore or those that require extended on-scene presence, long transit times to reach the operations areas, or forward deployment of forces. The project scope includes the entire range of these deepwater assets, including cutters, aircraft, logistics, and communication systems. The project area encompasses the 200-mile Exclusive Economic Zone (EEZ) around U.S. coastlines, though some missions occur outside the EEZ in the Global Commons. To meet mission needs, the Coast Guard maintains an inventory of deepwater assets, including five classes of cutters and four types of aircraft. In addition, deepwater assets include land-based communication and sensor systems and logistic support facilities. The Coast Guard has identified technological and capability gaps in its system of assets used to execute its deepwater missions. The system has excessive operating and maintenance costs, lacks essential capabilities in speed, sensors, and interoperability, and, consequently, limits overall deepwater mission effectiveness and efficiency. Moreover, most of these assets will reach the end of their economically useful lives within the next 10 years. Two alternatives, including a No Action Alternative, are considered in this final programmatic EIS. The action alternative is represented by the designs submitted by each of three industry teams. Each design details the type and mix of assets and infrastructure thought necessary to meet Coast Guard needs. Industry teams were encouraged to explore the full realm of technology, materiel, and infrastructure in developing its integrated system proposal. Thus designs may include technologically advanced components, space-based surveillance and communications systems, in addition to more traditional platforms, such as cutters and fixed-wing and rotary-wing aircraft. All designs would rely on the phasing out of existing assets over varying periods. Until assets are decommissioned, they may be upgraded to allow for interoperability with new assets. All decommissioning would adhere to the appropriate federal law protecting resources eligible for inclusion in the National Register of Historic Places. POSITIVE IMPACTS: The implementation of the new system would ensure the proper functioning of the Coast Guard deepwater mission in the face of the changing requirements of the 21st Century. Maximum flexibility would be achieved with respect Coast Guard forces, and operation and maintenance cost savings would be significant. NEGATIVE IMPACTS: Program activities could affect protected and sensitive habitats, habitat for marine mammals and sea turtles, fisheries and other marine biota, sensitive coastal and marine birds, surface water resources, historic and other cultural resources, air quality, noise levels, socioeconomics of affected local communities, regional planning regarding land and water use, and public safety, particularly with respect to maritime transportation. Construction activities could encounter hazardous materials and waste sites. LEGAL MANDATES: Executive Order 13115 and National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0087D, Volume 26, Number 1. JF - EPA number: 020120, 892 pages, March 22, 2001 PY - 2001 KW - Water KW - Agency number: USGC-2000-8229 KW - Aircraft KW - Aircraft Noise KW - Air Quality KW - Air Quality Assessments KW - Communication Systems KW - Cultural Resources KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Fisheries KW - Fisheries Surveys KW - Hazardous Materials KW - Hazardous Wastes KW - Historic Sites KW - Impact Assessment Methodology KW - Marine Mammals KW - Marine Systems KW - Military Facilities (Coast Guard) KW - Land Use KW - Noise KW - Noise Assessments KW - Safety KW - Ships KW - Spacecraft KW - Transportation KW - Atlantic Ocean KW - Gulf of Mexico KW - Pacific Ocean KW - Executive Order 13115, Compliance KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36410771?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-03-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTEGRATED+DEEPWATER+SYSTEM+PROJECT.&rft.title=INTEGRATED+DEEPWATER+SYSTEM+PROJECT.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Coast Guard, Washington, D.C.; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: March 22, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW BRITAIN-HARTFORD BUSWAY, HARTFORD, NEW BRITAIN, NEWINGTON, AND WEST HARTFORD, HARTFORD COUNTY, CONNECTICUT. AN - 36420874; 8413 AB - PURPOSE: The construction of rapid transit bus facility through the cities of New Britain, Newington, West Hartford, and Hartford, located in northern Connecticut, is proposed. The project, to be known as the New Britain-Hartford Busway, would help remedy congestion on Interstate Highway 84 (I-84) and parallel arterial roadways. It would consist of 9.4 miles of inactive and active rail corridors. The facility would constitute an exclusive bus-only roadway, with up to 12 stations providing, parking facilities, sheltered platforms and other amenities. Three alternatives, including a No-Build Alternative, are considered in this draft EIS. The Build Alternative would encompasses a variety of alignment options, station options, and vertical treatments. The corridor, extending from New Britain to Hartford, would follow an abandoned rail line south of Newington Junction. North of Newington Junction, the corridor would run within active Amtrak rights-of-way. Several different areas of the corridor have been considered for localized vertical treatments (i.e., changing the busway grade) to address impacts to Fairview Cemetery in New Britain and to address potential traffic problems near Flatbush Avenue in West Hartford and near East Street, Allen Street, Saint Clair Avenue in New Britain. Bridge construction would be required. A multiuse pathway serving bicyclists and pedestrians could be constructed as a separate project where feasible and supported by the local community. Service types would include express bus, shuttle bus, neighborhood collector bus, and feeder bus service. Intelligent transportation systems would be employed throughout the busway to provide passengers with maximum levels of safety, efficiency, comfort, and information. Emergency vehicles would be able to enter the busway. A Transportation Systems Management/Travel Demand Management Alternative is also under consideration. The estimated project costs are $71.8 million to $122 million, depending on the final design and alignment chosen. POSITIVE IMPACTS: In addition to helping relieve congestion on I-84, the busway would enhance alternative transportation mode opportunities and expand interregional transit services. The busway would be more flexible than rail services since it would have local access points along the corridor allowing buses to enter and leave the facility. Hence, buses would be able to circulate through local areas before and after accessing the busway, greatly increasing the numbers of origins and destinations served without a transfer. It is expected that long-distance coach buses may be able to use the facility as well. Reduction in personal-use vehicle travel would improve air quality throughout the region. NEGATIVE IMPACTS: The project would require the displacement of commercial and industrial facilities. Less than one acre of wetlands would be adversely affected, and the busway would traverse 10 surface water bodies and the floodplains of Piper Brook, Kane Brook, and Bass Brook. Hundreds of contaminated sites lie within the project corridor. Busway structures would mar visual aesthetics. Bus operations would increase noise to levels in excess of federal standards in two residential areas, though noise barriers would be feasible. The project would adversely affect the appearance of three historic districts and a number of specific historic sites. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 010091, 317 pages and maps, March 15, 2001 PY - 2001 KW - Roads and Railroads KW - Agency number: FHWA-CT-EIS-01-01-D KW - Bridges KW - Floodplains KW - Hazardous Wastes KW - Historic Sites KW - Noise Control KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 106 Statements KW - Trails KW - Transportation KW - Visual Resources KW - Connecticut KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36420874?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-03-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+BRITAIN-HARTFORD+BUSWAY%2C+HARTFORD%2C+NEW+BRITAIN%2C+NEWINGTON%2C+AND+WEST+HARTFORD%2C+HARTFORD+COUNTY%2C+CONNECTICUT.&rft.title=NEW+BRITAIN-HARTFORD+BUSWAY%2C+HARTFORD%2C+NEW+BRITAIN%2C+NEWINGTON%2C+AND+WEST+HARTFORD%2C+HARTFORD+COUNTY%2C+CONNECTICUT.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Cambridge, Massachusetts; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: March 15, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - LOGAN AIRSIDE IMPROVEMENTS PLANNING PROJECT, BOSTON-LOGAN INTERNATIONAL AIRPORT, BOSTON, SUFFOLK COUNTY, MASSACHUSETTS (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF FEBRUARY 1999). AN - 36410511; 8406 AB - PURPOSE: The implementation of improvements at Boston-Logan International Airport (Logan), located in the city of Boston in eastern Massachusetts, is proposed. The project, known as the Logan Airside Improvements Planning Project, is a joint effort by the Federal Aviation Administration (FAA) and the Massachusetts Port Authority (Massport). Logan serves as the primary commercial airport in New England. Logan suffers from serious aircraft delay problems and is consistently ranked among the most delayed airports in the country. In 1998, aircraft flying to and from Logan experienced approximately 121,000 hours of delays related to the runway system and an additional 22,000 hours of delay on airport taxiways. Delays at Logan cost airlines and passengers over $300 million in 1998. Delays primarily occur when wind or other weather conditions require the use of configurations with fewer than the three active runways generally operated at Logan or when poor weather requires increase separation distances between aircraft. Five alternatives, including a No Action Alternative, are considered in this draft supplement to the final EIS of February 1999. The preferred alternative (Alternative 1A) would include the construction of a 5,000-foot unidirectional Runway 14/32, the construction of a Centerfield Taxiway, the extension of Taxiway Delta, the realignment of Taxiway November, the optimization of taxiways in the Southwest Corner of the airfield, and a reduction in approach minimums on Runways 22L, 27, 15R, and 33L. In addition, this draft supplement examines the ability of other New England airports, transportation modes, and new technologies to relieve Logan's delay problems; the analysis indicates that these alternatives could potentially divert up to 7.3 million passengers from Logan by the year 2010 but would neither solve the delay problem nor eliminate the need for airside improvements. POSITIVE IMPACTS: In general, the Airside Project improvements would improve the functioning of Logan, particularly with respect to reducing taxiing, takeoff, and landing delays. Runway improvements would allow noise impacts to be spread more equitably across communities and over water in accordance with community-established noise goals. Improved airport efficiency would reduce emission of air pollutants and ground noise. NEGATIVE IMPACTS: Taxiway extensions would convert 37 acres of existing grassland to pavement, resulting in the loss of habitat for upland sandpipers, a state-listed endangered species. Impervious surface at the airport would increase by four percent, increasing runoff somewhat. Up to 240,000 cubic yards (cy) of stockpiled soil placed in the Governors Island area of the airport could be displaced, and up to 537,000 cy of soil would have to be excavated at the airport. A slightly larger population would reside within the 65-decibel contour associated with the airport. LEGAL MANDATES: Airport and Airway Improvements Act of 1982, as amended (P.L. 97-248). PRIOR REFERENCES: For the abstract of the draft EIS, see 99-0101D, Volume 23, Number 2. JF - EPA number: 010084, Executive Summary--29 pages; Volume 1--321 pages and maps, Volume 2--397 pages and maps; Volume 3--344 pages and maps; Volume 4--501 pages; Volume 5--375 pages; Volume 6--411 pages; Volume 7--487 pages; Volume 8--411 pages; 623 pages; Volume 9--333 pages; Volume 10--245 pages; Volume 11--301 pages, March 15, 2001 PY - 2001 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Air Quality KW - Air Quality Assessments KW - Birds KW - Endangered Species (Animals) KW - Navigation Aids KW - Noise KW - Noise Assessments KW - Water Quality KW - Weather KW - Wildlife Habitat KW - Wildlife Surveys KW - Boston-Logan International Airport, Massachusetts KW - Massachusetts KW - Airport and Airway Improvements Act of 1982, as amended, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36410511?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-03-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=LOGAN+AIRSIDE+IMPROVEMENTS+PLANNING+PROJECT%2C+BOSTON-LOGAN+INTERNATIONAL+AIRPORT%2C+BOSTON%2C+SUFFOLK+COUNTY%2C+MASSACHUSETTS+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+FEBRUARY+1999%29.&rft.title=LOGAN+AIRSIDE+IMPROVEMENTS+PLANNING+PROJECT%2C+BOSTON-LOGAN+INTERNATIONAL+AIRPORT%2C+BOSTON%2C+SUFFOLK+COUNTY%2C+MASSACHUSETTS+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+FEBRUARY+1999%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Burlington, Massachusetts; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: March 15, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH AND EAST BELTWAYS (PROJECT NUMBER DPU-3300(1)), LINCOLN, LANCASTER COUNTY, NEBRASKA. AN - 36409076; 8410 AB - PURPOSE: The construction of a beltway on the south and east fringes of the city of Lincoln, located in southeastern Nebraska, is proposed. The beltway would complete a circumferential transportation system by linking Interstate Highway 80 (I-80) on the north and US Highway 77 (US 77) on the west. The 13-mile facility would connect Nebraska Route 2 (N-2) with I-80. Some of the highest growth rates in the metropolitan area have been on the south and east fringes of Lincoln. Through traffic and external to internal traffic currently use the urban arterial system, resulting in excessive delays and high congestion. The study area for the south beltway is bounded on the north by Yankee Hill Road, on the south by the half-section line 0.5 miles south of Bennet Road, on the east by the half-section line 0.5 miles east of 148th Street, and on the west by US 17. Access, via interchange, would be provided at 27th, 68th, and 84th streets. The study area of the east beltway is bounded on the west by 98th Street, on the east by the half-section line 0.5 mile east of 148th Street, on the north by I-80, and on the south by N-2. The beltways could be constructed simultaneously, completing the loop around the city, or separately as standalone projects with independent utility. Five alternatives, including a No-Build Alternative and one south beltway and three east beltway alignment alternatives, are considered in this draft EIS. The project would provide a four-lane freeway, with a design similar to that of I-80. The estimated costs for both beltway projects considered as one project are $236 million to $254 million, depending on the alternative selected. POSITIVE IMPACTS: The completed circumferential route would move through traffic around Lincoln's congested urban area and improve traffic flow on the existing urban street system. The beltway would support regional population and employment growth and meet the needs of the long-range regional transportation plan for Lincoln and Lancaster County. NEGATIVE IMPACTS: Rights-of way acquisition for the south beltway would result in the displacement of five residences and one business and the loss 730 acres of land, 587 acres of farmland, and 18 acres of wetlands. The facility would traverse eight streams, including two major streams, and four 100-year floodplains. One historic structure would be adversely affected. Five receptors would be exposed to noise levels in excess of federal standards. Construction activities would encounter nine sites potentially containing hazardous waste. Rights-of-way acquisition for the east beltway would result in the displacement of four to eight residences and up to one business and the loss of 813 to 926 acres of farmland, one or two farm ponds, 20.4 to 41.8 acres of wetlands, and 1.1 to 2.7 acres of prairie grassland. The facility would traverse four to nine streams, including up to two major streams and two floodways, and four to six 100-year floodplains. One historic site and one or two recreational sites would be adversely affected. Seven to 10 receptors would be exposed to noise in excess of federal standards. One or two trails would be adversely affected. Four hazardous waste sites would be encountered during the construction. Certain residents would experience a decline in visual aesthetics in the vicinity of their homes along both the south alignment and the selected east alignment. 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: 010088, 429 pages and maps, March 14, 2001 PY - 2001 KW - Roads and Railroads KW - Agency number: FHWA-NEB-EIS-01-01-D KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Floodways KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Historic Sites Surveys KW - Noise Assessments KW - Noise Standards Violations KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Rivers KW - Section 106 Statements KW - Section 4(f) Statements KW - Trails KW - Wetlands KW - Nebraska KW - Department of Transportation Act of 1966, as amended, Compliance KW - National Historic Preservation Act of 1966, as amended, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36409076?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-03-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+AND+EAST+BELTWAYS+%28PROJECT+NUMBER+DPU-3300%281%29%29%2C+LINCOLN%2C+LANCASTER+COUNTY%2C+NEBRASKA.&rft.title=SOUTH+AND+EAST+BELTWAYS+%28PROJECT+NUMBER+DPU-3300%281%29%29%2C+LINCOLN%2C+LANCASTER+COUNTY%2C+NEBRASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Lincoln, Nebraska; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: March 14, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INDIANAPOLIS INTERNATIONAL AIRPORT MASTER PLAN DEVELOPMENT, INDIANAPOLIS, MARION COUNTY, INDIANA (SECOND DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF MAY 1992). AN - 36414573; 8411 AB - PURPOSE: The construction of a midfield terminal and associated facilities at Indianapolis International Airport, located in the city of Indianapolis in central Indiana, is proposed. The final EIS of May 1992 proposed the development of several facilities at the airport, including a new runway and associated taxiways as well as additional taxiways, relocation of power lines and Bridgeport Road, the implementation of air traffic actions aimed at noise abatement, the construction of a terminal, the relocation of the control tower, and the construction of a midfield interchange at the Interstate Highway 70/Bridgeport Road intersection. A subsequent draft supplement, published in 1999, dealt further with noise abatement measures, but did not address noise impacts from the development and operation of the midfield terminal nor the other associated developments assessed in this second draft supplement. This second draft supplement addresses changes to the final EIS plan based on updated passenger enplanement estimates and associated alterations in facilities and facility designs. Thus far, as proposed in the final EIS, the replacement runway (5L/23R), the associated taxiways, and a western taxiway parallel to Runway 14/32 have been constructed, the transmission line and Bridgeport Road have been relocated, and the noise abatement measures have been implemented. Under the current proposed action, the midfield terminal, a traffic control tower, and cross-field taxiways would be constructed. Service roadways and facilities providing parking for 15,800 cars would also be constructed. The estimated construction cost of the midfield terminal is $47 million in 1995 dollars. POSITIVE IMPACTS: The terminal facility would meet future long-term aircraft parking and passenger processing requirements. The new control tower would be better situated to deal with the altered design of the airfield. The new taxiways would support the terminal in relation to airport runways. Approximately 530 jobs would be created, and commercial and industrial development would be spurred. NEGATIVE IMPACTS: Three houses would be displaced. Approximately 41 houses and 106 persons would be exposed to excessive noise levels. Approximately 65 acres of wooded uplands, wooded emergent wetlands, and small streams would be converted to airport uses, and the interchange project would result in the loss of 344.8 acres of wildlife habitat. Approximately 132.2 acres of Indiana bat habitat would be displaced, and the airport lies within the habitat of other endangered animal species, including bird species. LEGAL MANDATES: Airport and Airway Improvements Act of 1982, as amended (P.L. 97-248), Federal Aviation Act of 1958 (49 U.S.C. App. 1301 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 first draft and final supplements, see 99-0001, Volume 23, Number 1, and 99-0317F, Volume 23, Number 4, respectively. For the abstracts of the draft and final EISs, see 92-0001D, Volume 16, Number 1, and 92-0141F, Volume 16, Number 3, respectively. JF - EPA number: 010089, 899 pages and maps, March 13, 2001 PY - 2001 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Air Quality Assessments KW - Birds KW - Endangered Species (Animals) KW - Employment KW - Forests KW - Highway Structures KW - Historic Sites Surveys KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Parking KW - Roads KW - Terminal Facilities KW - Transmission Lines KW - Transportation Surveys KW - Wetlands KW - Wildlife Habitat KW - Indiana KW - Airport and Airway Improvements Act of 1982, as amended, Compliance KW - Federal Aviation Act of 1958, 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/36414573?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-03-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INDIANAPOLIS+INTERNATIONAL+AIRPORT+MASTER+PLAN+DEVELOPMENT%2C+INDIANAPOLIS%2C+MARION+COUNTY%2C+INDIANA+%28SECOND+DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+MAY+1992%29.&rft.title=INDIANAPOLIS+INTERNATIONAL+AIRPORT+MASTER+PLAN+DEVELOPMENT%2C+INDIANAPOLIS%2C+MARION+COUNTY%2C+INDIANA+%28SECOND+DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+MAY+1992%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 - Draft. Preparation date: March 13, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US HIGHWAY 17 NEAR BERN BYPASS FROM NORTH CAROLINA STATE ROUTE 1330 NEAR JONES-CRAVEN COUNTY LINE TO NORTH CAROLINA STATE ROUTE 1438 NEAR VANCEBORO, CRAVEN COUNTY, NORTH CAROLINA. AN - 36396188; 8408 AB - PURPOSE: The construction of a four-lane, controlled-access freeway around the western limits of the city of New Bern, located in southeastern North Carolina, is proposed. The adjacent municipalities of River Bend, Trent Woods, and Bridgeton would also be bypassed. US Highway 17 (US 17) is the only continuously designated highway route east of Interstate Highway 95 that extends between the South Carolina and Virginia state lines. Existing US 17 is a four-lane highway from the Jones-Craven county line at the southwestern limit of the study area through the town of Bridgeton. North of Bridgeton, US 17 is a two-lane rural highway to the northeast limit of the study area. Numerous segments of US 17 within the study corridor have annual accident rates exceeding the statewide average for roads that fall in its category. The New Bern Bypass, as the project is known, would extend 12 to 16 miles and would be designated as part of US 17. The bypassed portion of existing US 17 would be designated as US 17 Business. Thirteen alternatives, including a No-Build Alternative, are considered in this final EIS. The preferred alternative (Alternative 12) would extend from North Carolina State Route 1130 (SR 1130) near the Jones-Craven county line to SR 1438 near Vanceboro. The estimated cost of the project is $279 million. POSITIVE IMPACTS: Regional traffic traveling north and south would move through the area more easily and local traffic would also experience fewer delays. Traffic capacity would be adequate to service projected demand through 2025. Accident rates in the area would probably decline significantly. NEGATIVE IMPACTS: Based on functional design, the project would result in the loss of 447 acres of developed land and 355 acres of natural habitat, 178 acres of wetland, 600 acres of farmland, and one cemetery. One mine permit site would be adversely affected by the loss of one acre of mineable land. A total of 18 households, including two minority households and 10 low-income households, and two businesses would be displaced as well. Traffic-generated noise would exceed federal standards at 12 receptor sites. Two potential hazardous material sites would be encountered during construction. Three archaeological sites eligible for inclusion in the National Register of Historic Places would be adversely affected. LEGAL MANDATES: Federal Water Pollution Control Act of 1972, as amended (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 supplement, see 96-0376D, Volume 20, Number 4. For the abstract of the draft EIS, see 91-0424D, Volume 15, Number 6. JF - EPA number: 010086, Final EIS--522 pages and maps, Appendices--149 pages, March 13, 2001 PY - 2001 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-91-05-F KW - Farmlands KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Wildlife Habitat KW - North Carolina KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, as amended, Archaeological Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36396188?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-03-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+HIGHWAY+17+NEAR+BERN+BYPASS+FROM+NORTH+CAROLINA+STATE+ROUTE+1330+NEAR+JONES-CRAVEN+COUNTY+LINE+TO+NORTH+CAROLINA+STATE+ROUTE+1438+NEAR+VANCEBORO%2C+CRAVEN+COUNTY%2C+NORTH+CAROLINA.&rft.title=US+HIGHWAY+17+NEAR+BERN+BYPASS+FROM+NORTH+CAROLINA+STATE+ROUTE+1330+NEAR+JONES-CRAVEN+COUNTY+LINE+TO+NORTH+CAROLINA+STATE+ROUTE+1438+NEAR+VANCEBORO%2C+CRAVEN+COUNTY%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: March 13, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EAST SIDE ACCESS PROJECT; BRONX, NASSAU, NEW YORK, QUEENS, AND SUFFOLK COUNTIES, NEW YORK. AN - 36417787; 8402 AB - PURPOSE: The implementation the East Side Access Project to improve access to Manhattan's East Side for commuters in the Long Island Transportation Corridor, located in Manhattan, Queens, and Brooklyn in New York City and Nassau and Suffolk counties on Long Island, is proposed. Under existing conditions, the Long Island Rail Road (LIRR) will not be able to accommodate demand for service into Manhattan, causing severe overcrowding on peak hour trains. Commuting on the LIRR is characterized by crowding and delays and, as the situation deteriorates, trips to East Midtown will become more time-consuming, causing millions of person-hours of delay each year. Inadequate transit service will worsen already serious congestion on the region's roads and highways as residents of Long Island and eastern Queens choose to drive to avoid the growing inconvenience of mass transit. Major issues identified during scoping include those related to service, ridership, accessibility, highway congestion, land use, neighborhoods, visual and aesthetic resources, natural resources, water quality, air quality, noise and vibration, energy, contaminated materials, and cultural resources. Three alternatives, including a No Action Alternative, are considered in this final EIS. The preferred alternative would bring LIRR trains from Long Island and Queens through the existing 63rd Street Tunnel to a new LIRR terminal at Grand Central Terminal. It would construct a tunnel in Queens to connect the LIRR Main Line and Port Washington tracks south of Sunnyside Yard to the lower level of the existing 63rd Street Tunnel under 41st Avenue. In Manhattan, the tunnel alignment would curve southward from the existing tunnel at 63rd Street and Second Avenue to Park Avenue, where it would continue beneath the existing Metro-North tunnels to Grand Central Terminal (GCT). Option 2 (the preferred engineering option for the East Side Access) would include a deeper station at GCT. A transportation system management alternative is also under consideration. The estimated capital cost of the preferred alternative and option is $4.35 billion. POSITIVE IMPACTS: The improved system would expand seating capacity on the LIRR system, reducing the number of standees on LIRR trains during peak hours, relieve train and pedestrian congestion at Pennsylvania Station, and balance utilization of Manhattan's railroad terminals. As automobiles were removed from the highway network and East River crossings, air quality would be improved. NEGATIVE IMPACTS: Under the preferred alternative, the rights-of-way requirements would displace up to five residences and 14 businesses employing 200 workers. Historically significant resources exist at the Grand Central Terminal, at tunnel entrances and vent structures, and at various sites in Manhattan. Historically significant Pilgrim Hospital structures could require demolition. The likelihood that significant archaeological sites would be encountered would be high. Approximately 2,000 riders would be added to the overcrowded southbound Lexington Avenue subway, and up to four buses would be added to peak hour traffic on Madison and Lexington avenues. Parking facilities would not be able to accommodate all commuters at LIRR stations. The increase in LIRR service would result in noise levels in excess of federal standards for some receptors, and vibratory impacts would also be significant. The project would result in conflicts with utilities in Manhattan and Queens. Contaminated materials could be encountered during construction. Several wetland sites, floodplain land, and Newtown Creek and Hudson River could be adversely affected. Visual aesthetics could be marred by project structures. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 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 00-0309D, Volume 24, Number 3. JF - EPA number: 010080, Final EIS--1,221 pages and maps, Appendices (Volume I)--971 pages, Appendices (Volume II)--421 pages, March 9, 2001 PY - 2001 KW - Roads and Railroads KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Cultural Resources KW - Floodplains KW - Hazardous Wastes KW - Historic Sites KW - Historic Sites Surveys KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Wetlands KW - Wild and Scenic Rivers KW - New York KW - Department of Transportation Act of 1966, as amended, Compliance KW - Intermodal Surface Transportation Efficiency Act of 1991, Compliance KW - National Historic Preservation Act of 1966, as amended, Compliance KW - Transportation Equity Act for the 21st Century, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36417787?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-03-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EAST+SIDE+ACCESS+PROJECT%3B+BRONX%2C+NASSAU%2C+NEW+YORK%2C+QUEENS%2C+AND+SUFFOLK+COUNTIES%2C+NEW+YORK.&rft.title=EAST+SIDE+ACCESS+PROJECT%3B+BRONX%2C+NASSAU%2C+NEW+YORK%2C+QUEENS%2C+AND+SUFFOLK+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ 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: March 9, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE HIGHWAY 10 WEST, FROM TAYLOR STREET TO FARM-TO-MARKET 1489; FORT BEND, HARRIS, AND WALLER COUNTIES, TEXAS. AN - 36409045; 8389 AB - PURPOSE: The expansion of Interstate Highway 10 (I-10) along the Katy Freeway from Taylor Street in Houston's central business district to Farm-to-Market 1489 (FM 1489), located in southeastern Texas, is proposed. The freeway in the project area consists of approximately 38 miles of multi-lane, limited-access freeway, with two- and three-lane discontinuous frontage roads. There are some 36 interchanges along the corridor, which has 10 general-purpose mainlines. Six general-purpose mainlines are provided in each direction from I-610 to Brookshire. From the Brookshire city limits to FM 1489, I-10 provides four mainlines, with two-lane, discontinuous frontage roads. Expected increases in population and employment in the west Houston area will place extreme stress on the existing freeway. Issues include flexibility to accommodate changing travel patterns, pollution and the designation of the Houston-Galveston area as an air quality non-attainment area for ozone, impacts to environmentally sensitive areas, and the provision of additional road capacity to accommodate the predicted growth in population and employment. Three alternatives, including a No Action Alternative, are considered in this draft EIS. The preferred alternative would involve the construction of two special-use lanes in both direction between I-610 and State Highway 6 (SH 6). It would also include the addition of one through, general purpose lane in each direction between I-610 and the city of Katy and auxiliary lanes to provide lane balance at major interchanges linking the facility to I-610, Beltway 8, SH 6, and Grand Parkway. The alignment would follow the existing I-10 Katy Freeway alignment, encompassing the existing parallel Union Railroad, currently owned by the Texas Department of Transportation, and the Old Katy Road right-of-way. POSITIVE IMPACTS: The preferred alternative would bring the existing freeway up to state and federal standards and provide continuous frontage roads throughout most of the corridor. Pedestrian and bicycle movements would be accommodated. The alternative would preserve maximum flexibility for future modification of the special-use lanes in the center of the freeway to meet future needs within the corridor, including the conversion to a fixed guideway facility, automated highway, or other future transit alternative. A major increase in the ability to accommodate high-occupancy-vehicle lane/special-use lane capacity would be realized. NEGATIVE IMPACTS: The rights-of-way acquisition would result in the displacement of 871 businesses, 72 single-family units, 122 multi-family units, and two nonprofit organizations. A number of utility lines would also require relocation. The facility improvements would occur in an area that is in violation of federal air quality standards for ozone. Traffic-related noise would exceed federal standards at numerous receptor sites, but noise barriers could be provided to mitigate these impacts somewhat. The facility crosses Bessie's Creek, Brookshire Creek, Willow Fork Buffalo Bayou, Snake Creek, Cane Island Branch, and Mason Creek, and the project could require the placement of fill in streams and/or the associated wetlands. Twelve wetlands could be adversely affected. The project could adversely affect Stude Park, some undeveloped municipal land in the city of Spring Valley, and Spring Valley Park, though parkland impacts would be mitigated by the acquisition of replacement land. Nine hazardous waste sites would be encountered during the construction. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 010067, 241 pages and maps, March 2, 2001 PY - 2001 KW - Roads and Railroads KW - Agency number: FHWA-TEX-EIS-00-01-D KW - Air Quality Standards Violations KW - Creeks KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Control KW - Noise Standards Violations KW - Parks KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Wetlands KW - Texas KW - Department of Transportation Act of 1966, as amended, Parks KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36409045?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+HIGHWAY+10+WEST%2C+FROM+TAYLOR+STREET+TO+FARM-TO-MARKET+1489%3B+FORT+BEND%2C+HARRIS%2C+AND+WALLER+COUNTIES%2C+TEXAS.&rft.title=INTERSTATE+HIGHWAY+10+WEST%2C+FROM+TAYLOR+STREET+TO+FARM-TO-MARKET+1489%3B+FORT+BEND%2C+HARRIS%2C+AND+WALLER+COUNTIES%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Austin, Texas; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: March 2, 2001 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - A computational analysis of sonic booms penetrating a realistic ocean surface. AN - 85366148; pmid-11303944 AB - The last decade has seen a revival of sonic boom research, a direct result of the projected market for a new breed of supersonic passenger aircraft, its design, and its operation. One area of the research involves sonic boom penetration into the ocean, one concern being the possible disturbance of marine mammals from the noise generated by proposed high-speed civil transport (HSCT) flyovers. Although theory is available to predict underwater sound levels due to a sonic boom hitting a homogeneous ocean with a flat surface, theory for a realistic ocean, one with a wavy surface and bubbles near the surface, is missing and will be presented in this paper. First, reviews are given of a computational method to calculate the underwater pressure field and the effects of a simple wavy ocean surface on the impinging sonic boom. Second, effects are described for the implementation of three additional conditions: a sonic boom/ocean "wavelength" comparison, complex ocean surfaces, and bubbles near the ocean surface. Overall, results from the model suggest that the realistic ocean features affect the penetrating proposed HSCT sonic booms by modifying the underwater sound-pressure levels only about 1 decibel or less. JF - The Journal of the Acoustical Society of America AU - Rochat, J L AU - Sparrow, V W AD - U.S. Department of Transportation, John A. Volpe National Transportation Systems Center, Cambridge, Massachusetts 02142, USA. rochat@volpe.dot.gov Y1 - 2001/03// PY - 2001 DA - Mar 2001 SP - 899 EP - 908 VL - 109 IS - 3 SN - 0001-4966, 0001-4966 KW - Index Medicus KW - National Library of Medicine KW - Computer Simulation: statistics & numerical data KW - Models, Theoretical KW - Oceans and Seas KW - *Ultrasonics UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/85366148?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acomdisdome&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=The+Journal+of+the+Acoustical+Society+of+America&rft.atitle=A+computational+analysis+of+sonic+booms+penetrating+a+realistic+ocean+surface.&rft.au=Rochat%2C+J+L%3BSparrow%2C+V+W&rft.aulast=Rochat&rft.aufirst=J&rft.date=2001-03-01&rft.volume=109&rft.issue=3&rft.spage=899&rft.isbn=&rft.btitle=&rft.title=The+Journal+of+the+Acoustical+Society+of+America&rft.issn=00014966&rft_id=info:doi/ LA - English (eng) DB - ComDisDome N1 - Date revised - 2011-12-15 N1 - Last updated - 2012-07-13 ER - TY - JOUR T1 - 40,000 years of vegetation and climate change from Emily's Pond, Grafton Ponds Natural Area Preserve, York County, Virginia coastal plain AN - 52133278; 2002-021667 AB - The Grafton Ponds Natural Area Preserve in York County, Virginia contains a paleoecological record that dates prior to 41,750 + or - 730 years B.P. Analysis of pollen and plant macrofossils preserved in a sediment core collected from Emily's Pond (pond #105-7N) identified several major shifts in vegetation indicative of a changing climate. Age estimates of the major changes in vegetation were determined utilizing AMS radiocarbon dating of select macrofossils. Prior to 41,750 + or - 730 years B.P. the deciduous taxa Quercus, Nyssa, Castanea, and Carya were present with Pinus and Picea indicating interstadial conditions. Wetland taxa indicate that the water in the pond during this time was clear and poorly buffered. Termination of that interstadial and establishment of colder stadial conditions after ca. 41,750 + or - 730 years B.P. is evidenced by a sharp decline in the pollen of deciduous taxa and increased Picea and Pinus pollen at that time. Between 41,750 + or - 730 years B.P. and 34,730 + or - 280 years B.P., wetland taxa indicate that the water in the pond was deeper than during the earlier interstadial period. After 34,730 + or - 280 years B.P. the wetland taxa were replaced by Sphagnum indicating decreased water levels and possibly more acidic water. Although unverified through radiometric dating by this study, elevated Alnus and Betula pollen percentages in this record appear to correlate with other paleoecological records that indicate an increase in moisture. That condition has been radiometrically dated by other studies ca. 14,000 years B.P. JF - Abstracts with Programs - Geological Society of America AU - Beach, Todd A AU - Anderson, R S AU - Anonymous Y1 - 2001/03// PY - 2001 DA - March 2001 SP - 64 PB - Geological Society of America (GSA), Boulder, CO VL - 33 IS - 2 SN - 0016-7592, 0016-7592 KW - United States KW - Virginia KW - Quaternary KW - modern analogs KW - Emily's Pond KW - vegetation KW - paleoclimatology KW - climate change KW - paleoecology KW - Cenozoic KW - pollen KW - York County Virginia KW - Grafton Ponds Natural Area Preserve KW - upper Quaternary KW - palynomorphs KW - miospores KW - pollen analysis KW - microfossils KW - Atlantic Coastal Plain KW - 24:Quaternary geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/52133278?accountid=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=40%2C000+years+of+vegetation+and+climate+change+from+Emily%27s+Pond%2C+Grafton+Ponds+Natural+Area+Preserve%2C+York+County%2C+Virginia+coastal+plain&rft.au=Beach%2C+Todd+A%3BAnderson%2C+R+S%3BAnonymous&rft.aulast=Beach&rft.aufirst=Todd&rft.date=2001-03-01&rft.volume=33&rft.issue=2&rft.spage=64&rft.isbn=&rft.btitle=&rft.title=Abstracts+with+Programs+-+Geological+Society+of+America&rft.issn=00167592&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - Geological Society of America, Southeastern Section, 50th 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 - 2002-01-01 N1 - PubXState - CO N1 - Last updated - 2012-06-07 N1 - CODEN - GAAPBC N1 - SubjectsTermNotLitGenreText - Atlantic Coastal Plain; Cenozoic; climate change; Emily's Pond; Grafton Ponds Natural Area Preserve; microfossils; miospores; modern analogs; paleoclimatology; paleoecology; palynomorphs; pollen; pollen analysis; Quaternary; United States; upper Quaternary; vegetation; Virginia; York County Virginia ER - TY - RPRT T1 - ROUTE LOCATION, ADOPTION, AND CONSTRUCTION OF CALIFORNIA STATE ROUTE 125 BETWEEN CALIFORNIA STATE ROUTE 905 ON OTAY MESA AND CALIFORNIA STATE ROUTE 54 IN SPRING VALLEY, SAN DIEGO COUNTY, CALIFORNIA. AN - 36409334; 8384 AB - PURPOSE: The construction of an 11.2-mile-long, controlled-access highway from Otay Mesa Road, also called California State Route 905 (SR 905), to SR 54, located in Bonita/Spring Valley in southwestern California, is proposed. The project would consist of six mixed-flow lanes and a median with a sufficient width to accommodate two high-occupancy-vehicle (HOV) lanes or transit facilities. Nine build alternative segments, one variation segment, and a No Action Alternative are considered in this final EIS. Under the preferred alternative, the facility would be operated as a tollway. Initially, Route 125 would be constructed as a four-lane, controlled-access highway, with local interchanges at Telegraph Canyon Road/Otay Lakes Road and East H Street and a freeway-to-freeway interchange with SR 54. The initial southern terminus would be a local street connection at Otay Mesa Road and a transition to existing SR 905 south of Otay Mesa Road. The implementation of HOV lanes would not be expected until after the expiration of a 35-year franchise period. The estimated cost of the preferred alternative is $286 million. A March 1999 draft supplement to the draft EIS of June 1996 addressed impacts to the Quino checkerspot butterfly, a federally-listed endangered species, as well as project changes due to updated studies and various concerns raised to date. [The Department of the Army's Corps of Engineers (Corps) has adopted the Department of Transportation's (DOT's) EIS number 000043 filed February 10, 2000. The Corps was not a cooperating agency for the above final EIS.] POSITIVE IMPACTS: The highway would constitute an important link in the Outer Loop freeway system included in the adopted San Diego Association of Governments Regional Transportation Plan. Potential benefits would include a reduction in energy consumption by eliminating out of direction travel, increased accessibility for residents and business concerns, and relief of traffic congestion on regional and local transportation systems. Research on the Quino checkerspot butterfly would contribute to its possible recovery and removal from the endangered species list. NEGATIVE IMPACTS: The rights-of-way development affecting 759 acres would result in the displacement of 11 residences and five businesses and disrupt neighborhood cohesion. The project would result in the after-mitigation loss of 119 to 168 acres of open space, 81 acres of park land, 5.26 acres of wetland, 0.24 acre of vernal pool, 60.5 acres of coastal sage scrub, 5.6 acres of maritime succulent scrub, and 7,000 Otay tarplants. Four sites providing habitat for San Diego fairy shrimp, one population of Quino checkerspot butterfly, 23 to 24 pairs of California gnatcatchers, and eight pairs of Least Bell's vireo would be adversely affected. The project would require the relocation of four trails and the severance of one trail. Traffic-generated noise levels would exceed federal standards for some sensitive receptors. One archaeological site would be disturbed. Based on the assumptions and findings of the biological opinion in the draft supplemental EIS, approximately 47,915 square feet (1.09 acres) of potential Quino checkered butterfly larval host and adult nectar plants would be directly affected by the project. These adverse impacts would occur within the Otay Mesa /Brown Field area (47,887 square feet) and the Otay Valley area (28 square feet). Future developments spurred by the existence of the highway could result in additional depletion of Quino checkerspot butterfly habitat. LEGAL MANDATES: Endangered Species Act of 1973, as amended (16 U.S.C. 1531 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 DOT's draft supplement, see 99-0168D, Volume 23, Number 2. For the abstract of the DOT's draft EIS, see 96-0359D, Volume 20, Number 4. JF - EPA number: 010062 , Volume I--1,161 pages and maps, Volume II--422 pages, February 28, 2001 PY - 2001 KW - Roads and Railroads KW - Agency number: FHWA-EIS-96-01-F KW - Archaeological Sites KW - Biologic Assessments KW - Coastal Zones KW - Endangered Species (Animals) KW - Highways KW - Highway Structures KW - Insects KW - Noise Standards Violations KW - Open Space KW - Parks KW - Relocations-Property Acquisitions KW - Research KW - Section 4(f) Statements KW - Trails KW - Wetlands KW - Wildlife Habitat KW - Wildlife Management KW - California KW - Endangered Species Act of 1973, as amended, Animals KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, as amended, Archaeologic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36409334?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-02-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ROUTE+LOCATION%2C+ADOPTION%2C+AND+CONSTRUCTION+OF+CALIFORNIA+STATE+ROUTE+125+BETWEEN+CALIFORNIA+STATE+ROUTE+905+ON+OTAY+MESA+AND+CALIFORNIA+STATE+ROUTE+54+IN+SPRING+VALLEY%2C+SAN+DIEGO+COUNTY%2C+CALIFORNIA.&rft.title=ROUTE+LOCATION%2C+ADOPTION%2C+AND+CONSTRUCTION+OF+CALIFORNIA+STATE+ROUTE+125+BETWEEN+CALIFORNIA+STATE+ROUTE+905+ON+OTAY+MESA+AND+CALIFORNIA+STATE+ROUTE+54+IN+SPRING+VALLEY%2C+SAN+DIEGO+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, San Diego, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: February 28, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MANCHESTER AIRPORT ACCESS ROAD, BEDFORD TO MANCHESTER TO LONDONDERRY TO LITCHFIELD TO MERRIMACK, HILLSBOROUGH AND ROCKINGHAM COUNTIES, NEW HAMPSHIRE. AN - 36417938; 8383 AB - PURPOSE: The construction of approximately two miles of four-lane highway in order to provide improved access to Manchester Airport, located in southern New Hampshire, is proposed. The project area is bounded by Interstate Highway 93 (I-93) on the east, I-293 on the south, the F.E. Everett Turnpike (FEET) on the west, and a line extending from the Bedford Road interchange on the FEET to a point approximately one mile south of Exit 5 on I-93. The airport is considered vital to the state's economy and enplanements have steadily increased and are expected to continue to rise. The highway system accessing the airport and industrial lands needs improvement due to increased traffic volumes and poor levels-of-service. Issues include air quality, noise, Merrimack River crossing, wetlands, endangered species, wildlife habitat fragmentation, Little Cohas Marsh Waterfowl Management Area, Brown Avenue congestion, Londonberry Village historic area, secondary development, property values, economic benefits, US Route 3 (US 3) interchange, New Hampshire Heritage Trail, and property acquisitions. Thirteen alternatives, including a No-Build Alternative, are considered in this final EIS. The action alternatives would include connections from both the west (the FEET) and the east (roads east of Harvey Road such as NH Route 28 (NH 28)), and upgrades (involving upgrades of Brown Avenue, I-293, and South Willow Street). The preferred alternative (Alternative CG-Modified Shift) would involve the construction of a divided four-lane, limited-access highway with interchanges at the FEET and US 3. It would cross the Merrimack River, overpass NH 3A, and then proceed easterly and northerly intersecting with the airport's entrance road. It would also accommodate two intersections between NH 3A and Perimeter Road to provide local road access to the industrially zoned land south of the airport. Transportation system management, mass transit, and transportation demand management are also under consideration. The estimated cost of the preferred alternative, not including right-of-way acquisition costs, is $70.2 million. POSITIVE IMPACTS: The highway would provide safe, convenient, and efficient access to the Manchester Airport and industrial lands south of the airport. More specifically, the highway would ease congestion on roads currently used to access the airport as well as accommodate projected increases in traffic generated by expansion of the airport and expected development of the adjacent industrial area. NEGATIVE IMPACTS: The preferred alternative would cross the Little Cohas Brook and cross 109 acres of mapped stratified-drift aquifer. The project would result in the loss of approximately 36.5 acres of farmland, 3.5 acres of wetland, and 103.9 acres of forest and other upland, as well as the associated wildlife habitat. Slight increases in noise levels would be experienced at numerous sites. The highway would cross a town-owned riverfront parcel that has been noted for its exceptional views, and 20,000 feet of the project would lie on areas likely to contain prehistoric sites. The project would require the acquisition of 22 residences and 13 businesses. Development secondary to the existence of the highway would adversely affect natural 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 Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 97-0461D, Volume 21, Number 6. JF - EPA number: 010061, Volume I--721 pages, Volume II--261 pages and maps, 212 pages, February 27, 2001 PY - 2001 KW - Roads and Railroads KW - Agency number: FHWA-NH-EIS-97-01-F KW - Air Quality KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Birds KW - Bridges KW - Creeks KW - Endangered Species (Animals) KW - Farmlands KW - Highways KW - Highway Structures KW - Historic Sites Surveys KW - Noise KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Traffic Analyses KW - Visual Resources KW - Water Quality KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Merrimack River KW - New Hampshire KW - Department of Transportation Act of 1966, as amended, Compliance KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 401 Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36417938?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-02-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MANCHESTER+AIRPORT+ACCESS+ROAD%2C+BEDFORD+TO+MANCHESTER+TO+LONDONDERRY+TO+LITCHFIELD+TO+MERRIMACK%2C+HILLSBOROUGH+AND+ROCKINGHAM+COUNTIES%2C+NEW+HAMPSHIRE.&rft.title=MANCHESTER+AIRPORT+ACCESS+ROAD%2C+BEDFORD+TO+MANCHESTER+TO+LONDONDERRY+TO+LITCHFIELD+TO+MERRIMACK%2C+HILLSBOROUGH+AND+ROCKINGHAM+COUNTIES%2C+NEW+HAMPSHIRE.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Concord, New Hampshire; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: February 27, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - LOS ANGELES EASTSIDE CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA (DRAFT SUPPLEMENT TO THE FINAL ENVIROMENTAL IMPACT STATEMENT OF SEPTEMBER 1994). AN - 36411087; 8381 AB - PURPOSE: The construction of a rail extension of the Los Angeles Metro Rail Red Line through the city's Eastside Corridor, from Union Station in the central business district to Beverly and Atlantic boulevards, located in the city of Los Angeles in southwestern California,, is proposed. The Eastside Corridor communities of Boyle Heights and East Los Angeles are characterized by a large and growing population and relatively high rates of transit use and transit dependence. Adequate transit services are not being provided to locations of higher transit demand. Ten alternatives, including a No-Build Alternative (Alternative 1), a Transportation Systems Management Plan (Alternative 2), and eight full-length Eastside Corridor rail transit alternatives, each having a different physical alignment and number of stations, were described in the draft EIS. Only the No Action Alternative and the locally preferred alternative were considered in detail in the final EIS. This draft supplement to the final EIS focuses on the impacts of the proposed project and three transition options on Indiana Street between the intersection of First and Lorena streets and Third and Rowan streets. In addition, environmental and cost comparisons are presented for three candidate maintenance and storage facilities to be used to house the 25 new light rail transit vehicles that would be required during the operation phase. Under the preferred alternative, the six-mile light rail transit facility would have a dual-track configuration within aerial, at-grade, and subway sections. The LRT would begin at Los Angeles Union Station, cross over US 101 on a 1,000-foot aerial structure, gradually descend to become an at-grade segment near Alameda Street, continue south along Alameda Street, turn east on First Street at grade to Clarence Street in Boyle Heights, where it would transition to a subway segment and proceed beneath or adjacent to First Street for 1.8 miles east to just west of Lorean Street in Boyle Heights. Three options, involving at-grade or subway approaches, are under consideration for the section from Lorena Street to Hicks Avenue intersection of Beverly and Atlantic boulevards. From Hicks Avenue, the alignment would continue east on Third Street at grade to Beverly Boulevard, where it would turn to the southeast and continue for a short distance on Beverly Boulevard to a point just east of Atlantic Boulevard. Eight stations would be provided, and the system would be supported by bus services. Depending on the LRT option selected, the estimated capital cost is $624.3 million to $854.5 million. POSITIVE IMPACTS: The rail line would provide passengers with through-service to the city's west side and north side without the need to transfer at Union Station. Surface traffic in a very congested region would be reduced, with an attendant improvement in air quality. The project would increase construction employment rolls significantly and would also provide indirect economic benefits due to construction and operation expenditures. The aerial structure would significantly alter the visual aesthetics of the area. NEGATIVE IMPACTS: The rights-of-way acquisition would result in the displacement of 13 to 32 residential units, nine to 14 businesses, and numerous parking spaces. The high housing demand and low vacancy rate in the area would limit the availability of comparable replacement housing, resulting in the need for some residents to relocate outside the corridor. Three of the residential units to be displaced are potentially eligible for inclusion in the National Register of Historic Places. Several other structures that would be adversely affected are eligible for inclusion in or are already listed in the register. Three identified archaeological sites and 11 areas characterized by a high probability of archaeological resources are located within the construction corridor. Traffic congestion impacts would be significant at 14 intersections. Tunneling during construction of the subway could result in destruction of paleontological resources. Construction activities would result in loss of parking spaces, traffic lane closures, potential bus stop relocations, partial daytime sidewalk closures, full closures of sidewalks at night, alteration of traffic flows, emissions of air pollutants and noise, and ground vibration. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Intermodal Surface Transportation Efficiency 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). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 93-0122D, Volume 17, Number 2, and 94-0409F, Volume 18, Number 5, respectively. JF - EPA number: 010059, Draft Supplemental EIS--467 pages and maps; Map Supplement, February 23, 2001 PY - 2001 KW - Roads and Railroads KW - Air Quality KW - Archaeological Sites KW - Commercial Zones KW - Historic Sites KW - Noise KW - Paleontological Sites KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Tunnels (Railroads) KW - Visual Resources KW - California KW - Department of Transportation Act of 1966, as amended, Archaeologic Sites KW - Department of Transportation Act of 1966, as amended, Historic Sites KW - Intermodal Surface Transportation Efficiency Act of 1991, 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/36411087?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-02-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=LOS+ANGELES+EASTSIDE+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIROMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1994%29.&rft.title=LOS+ANGELES+EASTSIDE+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIROMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1994%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: February 23, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CINCINNATI/NORTHERN KENTUCKY INTERNATIONAL AIRPORT, BOONE COUNTY, KENTUCKY. AN - 36408626; 8377 AB - PURPOSE: The construction and extension of runways and development of associated facilities at the Cincinnati/Northern Kentucky International Airport, located in northern Kentucky, is proposed. The airport is located in the northeast section of Boone County, approximately one mile south of the Ohio River and eight miles southwest of downtown Cincinnati, Ohio. The character of the airport has changed as the three hub airlines (Delta Air Lines, DHL Worldwide Express, and Comair) have matured and the projected activity levels have grown. The airport runway system is operating beyond its peak-hour capacity and additional runway capacity is required in the near term. The Federal Aviation Administration identified the airport as one of the facilities exceeding 20,000 hours in annual aircraft operations delay in 1997. This conclusion was supported in 1998. Two alternatives, including a No Action Alternative, are considered in this draft EIS. The proposed action would involve the construction of a third north-south parallel runway, the 8,000-foot Runway 17/35, to be located 4,300 feet west of existing Runway 18R/36. It would also include the development of a 2,000-foot western extension of existing Runway 9/27 to create a 12,000-foot runway. All support facilities, including additional taxiways and taxiway extensions, lighting, terminal expansion projects, and associated navigational aids, would be included in the project. Airspace uses and approach and departure procedures would be altered as appropriate. Noise abatement measures would be incorporated into the project design. The proposed action would extend Runway 2/97 by 1,000 feet to relocate the glide slope antenna for Runway 9 out of the obstacle-free zone and approach surface for proposed Runway 35; construct a detention structure on an unnamed tributary of Elijahs Creek; relocate the Mid-Valley and other public utility pipelines, Petersburg Road (Kentucky Route 20), Connor Road, and Limaburg Road; close Hossman Road and purchase the associated rights-of-way or close Hossman Road and relocate it in-kind; and acquire 563 acres of land. The estimated cost of the proposed action is $256 million. POSITIVE IMPACTS: The project would increase airfield capacity to accommodate existing operations and projected growth, including existing and projected hub operations, air transportation demand for long-range aircraft departures to Asia and Eastern Europe, projected growth in passenger enplanements, and other related airport development. Sensitive receptors affected by aircraft noise would decline significantly NEGATIVE IMPACTS: The project would require the rights-of-way acquisition of 563 acres of land. Current land uses include 394 acres of residential use, five acres of church property, and 209 acres of vacant, undeveloped land. Land acquisitions would require the displacement of 188 residents, one business, and one church. The project would result in the loss of small wetland areas and require the alteration of some stream channels. One historic structure, the William A. Rouse house, would be adversely affected. Approximately 243 existing residential units would be located in areas exposed to excessive aircraft noise, 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.), National Historic Preservation Act of 1966, as amended (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: 010055, Volume I--376 pages and maps, Volume II--441 pages and maps, Appendices (Volume I)--617 pages, Appendices (Volume II)--844 pages, Appendices (Volume III)--672 pages, February 22, 2001 PY - 2001 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Air Quality Assessments KW - Creeks KW - Cultural Resources Surveys KW - Energy Consumption Assessments KW - Historic Sites KW - Land Acquisitions KW - Navigation Aids KW - Noise Assessments KW - Noise Standards Violations KW - Pipelines KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Rivers KW - Roads KW - Section 404(b) Statements KW - Water Quality Assessments KW - Wildlife Surveys KW - Cincinnati/Northern Kentucky International Airport, Kentucky KW - Kentucky KW - Airport and Airway Improvements Act of 1982, as amended, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, as amended, Historic Sites KW - Department of Transportation Act of 1966, as amended, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36408626?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-02-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CINCINNATI%2FNORTHERN+KENTUCKY+INTERNATIONAL+AIRPORT%2C+BOONE+COUNTY%2C+KENTUCKY.&rft.title=CINCINNATI%2FNORTHERN+KENTUCKY+INTERNATIONAL+AIRPORT%2C+BOONE+COUNTY%2C+KENTUCKY.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Memphis, Tennessee; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: February 22, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MINNESOTA STATE TRUNK HIGHWAY 23 FROM 0.74 KM WEST OF THE JUNCTION OF MINNESOTA STATE TRUNK HIGHWAY 22 AND INTERSTATE HIGHWAY 94, STEARNS COUNTY, MINNESOTA. AN - 36411079; 8345 AB - PURPOSE: The reconstruction of a 13.43-mile segment of Minnesota State Trunk Highway 23 (TH 23), located in central Minnesota, is proposed. The segment extends eastward from a point approximately 0.46 mile west of TH 22 near the city of Richmond to the transition to the existing four-lane section near the Interstate Highway 94 (I-94)/TH 23 interchange. Communities affected would include Richmond, Cold Spring, and Rockville. The project would upgrade the highway from a two-lane, two-way roadway to a four-lane, controlled-access expressway. Issues include land use, farmland, socioeconomics, pedestrians and bicycles, air quality, noise, environmental justice, water quality and erosion, wetlands, wildlife habitat, floodplains, visual quality, and cultural resources. Three alternatives, including a No-Build Alternative, are considered in the final EIS. The preferred alternative would, for the most part, follow the existing highway alignment, though there would be a slight alignment shift to an abandoned railroad grade near Richmond. It would be a combination of segments beginning on the west within the existing corridor through Richmond, the railroad corridor along the Schneider Lake area, the existing route through Cold Spring and along the Sauk River, a southeastern bypass of Rockville, and the existing route for the remainder of the facility to its eastern terminus. A bridge would be constructed across the Sauk River in Cold Spring, and a box culvert over Mill Creek south of Rockville would be required. The project would be phased, with the first segment, extending from I-94 to Rockville, scheduled for the year 2000. One other build alternative is also under consideration. POSITIVE IMPACTS: Upgrading of TH 23 would improve safety, capacity, and level of service within the corridor. Local as well as regional accessibility would be enhanced. NEGATIVE IMPACTS: The rights-of-way development would result in the displacement of 238 acres of farmland, including 41 acres of prime farmland and 78 acres of farmland of statewide importance. A total of 13 residences and 15 businesses would be displaced. The highway would result in the loss of 35.2 acres of wetland, traverse a number of floodplains, and adversely affect Lion's Park in Cold Spring and the Cold Spring Heron Colony Scientific and Natural Area. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 98-0253D, Volume 22, Number 3. JF - EPA number: 010022, 141 pages and maps, February 19, 2001 PY - 2001 KW - Roads and Railroads KW - Agency number: FHWA-MN-EIS-97-02-F KW - Bridges KW - Environmental Justice KW - Farmlands KW - Floodplains KW - Highways KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Wetlands KW - Cold Spring Heron Colony Scientific and Natural Area KW - Minnesota KW - Department of Transportation Act of 1966, as amended, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36411079?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-02-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MINNESOTA+STATE+TRUNK+HIGHWAY+23+FROM+0.74+KM+WEST+OF+THE+JUNCTION+OF+MINNESOTA+STATE+TRUNK+HIGHWAY+22+AND+INTERSTATE+HIGHWAY+94%2C+STEARNS+COUNTY%2C+MINNESOTA.&rft.title=MINNESOTA+STATE+TRUNK+HIGHWAY+23+FROM+0.74+KM+WEST+OF+THE+JUNCTION+OF+MINNESOTA+STATE+TRUNK+HIGHWAY+22+AND+INTERSTATE+HIGHWAY+94%2C+STEARNS+COUNTY%2C+MINNESOTA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, St. Cloud, Minnesota; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: February 19, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TRANSPORTATION IMPROVEMENTS IN THE US HIGHWAY 190 CORRIDOR FROM FARM-TO-MARKET 2657 TO THE EAST CITY LIMITS OF COPPERAS COVE, CORYELL AND LAMPASAS COUNTIES, TEXAS. AN - 36411411; 8375 AB - PURPOSE: The construction of a seven-mile reliever route around the south side of Copperas Cove, located in central Texas, is proposed. The facility would be a four-lane, controlled-access facility with a 48-foot-wide median. US Highway 190 (US 190) has grown congested through the Copperas Cove area, which is illustrated by poor levels of service, long travel times at peak period, and high accident rates. Issues include transportation impacts, land use impacts, socioeconomic effects, visual and aesthetic effects, noise, air quality, geology, agriculture and soils, surface water and groundwater, floodplains and wetlands, ecological resources, cultural resources, and hazardous materials. Four alternatives, including a No-Build Alternative, are considered in this final EIS. Each of the three primary action alternatives would cross portions of the city of Copperas Cove, eastern Lampasas and western Coryell counties, and a portion of the western side of Fort Hood Army Base. All build alternatives would have common eastern and western termini at existing US 190. The eastern terminus would lie just east of the Copperas Cover city limits, while the western terminus would lie just west of Farm-to-Market 2657 (FM 2657). The build alternatives would vary in the middle sections as they cross the north-south arterials of FM 116 and FM 3046. The Green Alternative (the preferred alternative) would be the northernmost facility, extending 6.5 miles and following the alignment closest to the densely developed portions of Copperas Cove. The Yellow Alternative would extend 6.6 miles and run south of the Green Alternative. The Blue Alternative would extend 6.9 miles and follow the alignment furthest from Copperas Cove. The estimated costs of the construction and rights-of-way acquisition for the Green Alternative are $53.0 million and $7.5 million. respectively. POSITIVE IMPACTS: The bypass would reduce congestion on U.S. 190 by at least 30 percent, improving through traffic mobility and easing access to important public facilities, services, and economic centers adjacent to the facility. Traffic and mobility problems caused by local and regional travel demands in excess of the capacity of the existing transport system would be relieved. In the short-term, any build alternative would stimulate approximately $40.3 million in total economic activity, generate $12.8 in wages, and create the equivalent of 488 full-time jobs in the local area. NEGATIVE IMPACTS: The rights-of-way requirements for the Green Alternative would result in the relocation of six households, three businesses, and one church. It would also result in the conversion of 362 acres of land, most of which is undeveloped agricultural land. Approximately 37 acres of prime farmland and other locally valuable soils would be displaced, and three grazing operations would be adversely affected. Approximately 345 acres of vegetated habitat would be adversely affected, including woodlands and native grasslands. Two endangered bird species were found in the vicinity of the corridors. The reliever route would span intermittent creeks at four to six sites and result in the relocation of up to five non-jurisdictional stock ponds. Unmapped active and/or capped residential wells could be within the rights-of-way. The rural nature of the corridor would be changed significantly, from semi-rural settings to a freeway setting, adversely affecting the aesthetics. Eight residences would experience noise in excess of federal standards. Due to the rugged local topography, roadway cuts through limestone would be required. The reliever would likely adversely affect numerous cultural resource sites since there are many recorded sites in close proximity to the corridor alternatives. Some risk of encountering hazardous waste during construction would be present. LEGAL MANDATES: Endangered Species Act of 1973, as amended (16 U.S.C. 1531 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 98-0371D, Volume 22, Number 4. JF - EPA number: 010053, 421 pages and maps, February 16, 2001 PY - 2001 KW - Roads and Railroads KW - Agency number: FHWA-TX-EIS-97-01-F KW - Birds KW - Creeks KW - Cultural Resources KW - Employment KW - Endangered Species (Animals) KW - Farmlands KW - Forests KW - Grazing KW - Highways KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Wildlife Habitat KW - Texas KW - Endangered Species Act of 1973, as amended, Animals KW - Intermodal Surface Transportation Efficiency Act of 1991, Compliance KW - National Historic Preservation Act of 1966, as amended, 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/36411411?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-02-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TRANSPORTATION+IMPROVEMENTS+IN+THE+US+HIGHWAY+190+CORRIDOR+FROM+FARM-TO-MARKET+2657+TO+THE+EAST+CITY+LIMITS+OF+COPPERAS+COVE%2C+CORYELL+AND+LAMPASAS+COUNTIES%2C+TEXAS.&rft.title=TRANSPORTATION+IMPROVEMENTS+IN+THE+US+HIGHWAY+190+CORRIDOR+FROM+FARM-TO-MARKET+2657+TO+THE+EAST+CITY+LIMITS+OF+COPPERAS+COVE%2C+CORYELL+AND+LAMPASAS+COUNTIES%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Austin, Texas; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: February 16, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTHEAST ARKANSAS INTERSTATE HIGHWAY 69 CONNECTOR; CLEVELAND, DREW, JEFFERSON, AND LINCOLN COUNTIES, ARKANSAS. AN - 36409311; 8370 AB - PURPOSE: The construction of a four-lane, divided, fully-controlled-access highway on an alignment between US Highway 278 in the vicinity of Monticello north to Interstate Highway 530 (I-530) in Pine Bluff, located in southeastern Arkansas, is proposed. The project area is located primarily in the Gulf Coastal Plain Region. The facility, to be known as the Southeast Arkansas I-69 Connector, would extend 38.6 miles. The project would be a substantial extension of an Interstate highway into southeast Arkansas. Issues include natural areas, cultural resources, wetland resources, and Federally listed threatened and endangered species, including the red-cockaded woodpecker and a small plant species (Geocarpon minimum). Five alternatives, including a No Action Alternative, are considered in this draft EIS. The preferred alignment alternative is Line 4. The estimated cost of construction of Line 4 is $303 million. POSITIVE IMPACTS: The facility would provide additional traffic capacity and reducing travel times to major points of interest, including employment centers. Interstate linkage would be provided between Little Rock and the proposed I-16 corridor Local and regional economic growth in the Lower Mississippi Delta Region would be facilitated. Intermodal transportation plans would be supported. NEGATIVE IMPACTS: The rights-of-way requirements would result in the displacement of five residences and the loss of 42.4 acres of wetland within 10 wetland areas, 365.3 acres of floodplain, 613.9 acres of prime farmland, and 470.3 acres of farmland of statewide importance. Noise levels would exceed federal standards at 33 sensitive receptors. Three archaeological sites would be adversely affected, and the alignment would traverse 192.8 acres characterized by a high probability of the presence of archaeological resources. 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: 010048, 381 pages and maps, February 15, 2001 PY - 2001 KW - Roads and Railroads KW - Agency number: FHWA-AR-EIS-00-01-D KW - Archaeological Sites KW - Cultural Resources KW - Endangered Species (Animals) KW - Farmlands KW - Floodplains KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Threatened Species (Animals) KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife Surveys KW - Arkansas KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36409311?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-02-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHEAST+ARKANSAS+INTERSTATE+HIGHWAY+69+CONNECTOR%3B+CLEVELAND%2C+DREW%2C+JEFFERSON%2C+AND+LINCOLN+COUNTIES%2C+ARKANSAS.&rft.title=SOUTHEAST+ARKANSAS+INTERSTATE+HIGHWAY+69+CONNECTOR%3B+CLEVELAND%2C+DREW%2C+JEFFERSON%2C+AND+LINCOLN+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 - Draft. Preparation date: February 15, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BOARDMAN RIVER CROSSING MOBILITY STUDY, GRAND TRAVERSE COUNTY, MICHIGAN. AN - 36409302; 8364 AB - PURPOSE: The improvement of east-west mobility across the Boardman River in Traverse City and Grand Traverse County, located in northwestern Michigan, is proposed. The existing crossing, the Cass Road Bridge, is located approximately three miles south of Traverse City. It is in poor condition and is on the Michigan Critical Bridge List due to its failing physical condition, traffic volumes, and the anticipated impact on the local road system if it is closed. Over the next 25 years, population and employment are projected to increase substantially in Grand Traverse County. Issues include land use, environmental justice, socioeconomics, cultural resources, visual resources, air quality, and noise. Four alternatives, including a No-Build Alternative, are considered in this final EIS. One build alternative would involve the widening of South Airport Road from US 31/Michigan 37 (M-37) to Garfield Road to create a six-lane boulevard and from Garfield Road to Three Mile Road to create a four-lane road, the widening of Three Mile Road to four and five lanes between South Airport Road and US 31/ M-72, and the reconstruction of Four Mile Road between Hammond Road and US 31 /M-72, retaining its two-lane cross-section. A second build alternative, which is the preferred alternative, would involve the building of a bridge across the Boardman River valley to connect Hartman and Hammond roads. It would include the relocation and redesign of Hartman Road, either as a five-lane road or as a four-lane boulevard, between US 31/M-37 and Cass Road. The boulevard design would assume that the road would narrow to a five-lane cross-section just west of Cass Road. The widening of Three Mile Road and the reconstruction of Four Mile Road, described as part of the first build alternative, would also be implemented under the second build alternative. A transportation system management alternative is also under consideration. The estimated cost of construction for the preferred alternative is $25.9 million. POSITIVE IMPACTS: The replacement of the structurally deficient and functionally obsolete Cass Road Bridge would vastly improve east-west mobility across the Boardman River by increasing capacity and otherwise improving the service capabilities of the crossing. Expected increases in population would be accommodated and economic development within the area would be supported. NEGATIVE IMPACTS: Project implementation would adversely affect 526 linear feet of stream through either enclosure or relocation. It would also result in the loss of 4.8 to 4.9 acres of wetlands, 11.7 to 12.6 acres of woodland, and the associated wildlife habitat, as well as the displacement of 5.7 to 7.2 acres of farmland, 16 to 17 residential structures, and one commercial structures. Noise levels would exceed federal standards at 11 receptors. One site of environmental interest would be affected. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 99-0289D, Volume 23, Number 3. JF - EPA number: 010042, Volume I--245 pages and maps, Volume II--Volume II--321 pages and maps, Volume III--267 pages and maps, February 8, 2001 PY - 2001 KW - Roads and Railroads KW - Agency number: FHWA-MI-EIS-99-01-F KW - Air Quality KW - Bridges KW - Cultural Resources Assessments KW - Environmental Justice KW - Forests KW - Highways KW - Land Use KW - Noise KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 106 Statements KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Michigan KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36409302?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-02-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BOARDMAN+RIVER+CROSSING+MOBILITY+STUDY%2C+GRAND+TRAVERSE+COUNTY%2C+MICHIGAN.&rft.title=BOARDMAN+RIVER+CROSSING+MOBILITY+STUDY%2C+GRAND+TRAVERSE+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: February 8, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE HIGHWAY 94 REHABILITATION PROJECT, DETROIT, WAYNE COUNTY, MICHIGAN. AN - 36410256; 8363 AB - PURPOSE: The rehabilitation of a portion of Interstate Highway 94 (I-94), also known as the Edsel Ford Freeway, located in the city of Detroit in southeastern Michigan, is proposed. The 6.7-mile study corridor extends from 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 draft EIS. The Enhanced No-Build Alternative would involve the reconstruction of the existing freeway and bridges, the provision of limited improvements to shoulders and ramps, and the construction of auxiliary, acceleration, and deceleration lanes. The 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 the reconstruction of the existing roadway, bridges carrying the freeway across other facilities, and bridges carrying other facilities over the freeway. Reserved space would be provided in the median to accommodate future lane expansion or transit improvements. The Michigan State Route 10 and I-75 interchanges would be upgraded to incorporate continuous service drives. All left-hand ramps would be removed and right-hand entrances and exits would be provided where appropriate. The estimated cost of the preferred alternative is $1.24 billion. POSITIVE IMPACTS: Under the proposed action, the 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. The 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: The rights-of-way acquisition would result in the displacement of 133 residents. About 40 percent of the displaced population in the project area have incomes below the federal poverty line compared to 32 percent of the population of Detroit. A disproportionate number of persons adversely affected by the project would be minority group members. Noise levels in nine areas along the corridor, including residential areas, would exceed federal standards, though four areas could get noise control barriers. Contaminated materials would be encountered during construction at 30 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 two specific sites eligible for listing on the National Register of Historic Places would be adversely 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: 010041, Draft EIS--231 pages and maps, Appendices--89 pages and maps, February 6, 2001 PY - 2001 KW - Roads and Railroads KW - Agency number: FHWA-MI-EIS-01-01-D KW - Air Quality Assessments KW - Environmental Justice KW - Hazardous Wastes KW - Highways KW - Highway Structures 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 - Vegetation Surveys KW - Water Quality KW - Michigan KW - Department of Transportation Act of 1966, as amended, Historic Sites KW - National Historic Preservation Act of 1966, as amended, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36410256?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-02-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+HIGHWAY+94+REHABILITATION+PROJECT%2C+DETROIT%2C+WAYNE+COUNTY%2C+MICHIGAN.&rft.title=INTERSTATE+HIGHWAY+94+REHABILITATION+PROJECT%2C+DETROIT%2C+WAYNE+COUNTY%2C+MICHIGAN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Lansing, Michigan; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: February 6, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EXPANSION OF RUNWAY 9R-27L, FORT LAUDERDALE-HOLLYWOOD INTERNATIONAL AIRPORT, BROWARD COUNTY, FLORIDA. AN - 36409619; 8361 AB - PURPOSE: The expansion of runway 9R/27L with associated development and runway use at the Fort Lauderdale-Hollywood International Airport, located in southern Florida, are proposed. The airport has one primary air carrier runway (9L/27R), which is 9,001 feet in length. A capacity study of the airport indicated that closure of the existing runway for maintenance or due to an accident will severely restrict use of the airport by all operators. The airport's two cross-wind runways, one of which is 9R/27L, are inadequate for scheduled flight departures by some commercial aircraft currently operating at the facility. The availability of a second primary runway is becoming increasingly important to both the commercial air passenger carriers and to overnight delivery air cargo carriers. Moreover, the airport needs to increase its overall airfield capacity to reduce delays. Issues of concern include noise, vibration, air quality, storm water, water quality, groundwater, and wetlands. Four alternatives, including a No Action Alternative, are considered in detail in this draft EIS. The preferred alternative (the proposed action) would involve the extension of Runway 9R/27L from a length of 5,276 feet to a length of 8,920 feet, the widening of the runway by 50 feet to a width of 150 feet, the elevation of the runway to a minimum of 37.5 feet above mean sea level, the construction of a bridge to provide at least 23 feet of clearance over the Florida East Coast Railroad and 15 feet of clearance over US Highway 1, the construction of a 75-foot-wide parallel taxiway on the north side of the runway, the construction of a bypass taxiway at the east end of the runway, the installation of an instrument landing system for both primary runways, the installation of precision runway monitor equipment, the relocation of the Florida Power and Light electrical power lines underground within the existing rights-of-way, and the construction of an extension of Northeast 10th Street. Operational restrictions to reduce noise levels associated with airport operations would be implemented. The project would require four years to complete. The estimated cumulative cost of the project is $898 million. POSITIVE IMPACTS: Delays due to air traffic volume, accidents, maintenance, or inclement weather would be reduced significantly. The number of residents expected to be exposed to excessive noise levels would decline from 308 to 192 in the short-term and from 620 to 582 in the long-term. The area of incompatible land uses in the vicinity of the airport would decline from 65.1 acres to 44.2 acres in the short-term. Emissions of volatilized organic compounds, nitrous oxides, and carbon monoxide related to airport operations would decline somewhat in both the short- and long-term. Aircraft fuel consumption due to delays would decline significantly. NEGATIVE IMPACTS: Under the proposed action, the area of incompatible land uses in the vicinity of the airport would increase from 109.6 acres to 116.9 acres in the long-term. The proposed action would result in the loss of approximately 6.87 acres of surface water and 38.2 acres of wetlands due to filling, and 147 acres of impervious surface would be added to the airport site, increasing runoff levels. The project would encroach onto 216 acres of floodplain land. LEGAL MANDATES: Airport and Airway Improvements Act of 1982, as amended (49 U.S.C. 47101 et seq.), and Federal Aviation Act of 1958 (49 U.S.C. 40101 et seq.). JF - EPA number: 010039, 546 pages and maps, February 6, 2001 PY - 2001 KW - Air Transportation KW - Air Quality KW - Air Quality Assessments KW - Aircraft Noise KW - Airports KW - Bridges KW - Cost Assessments KW - Floodplains KW - Nitrogen Oxides KW - Noise KW - Noise Assessments KW - Noise Standards Violations KW - Roads KW - Transmission Lines KW - Volatile Organic Compounds KW - Water Quality KW - Weather KW - Wetlands KW - Florida KW - Fort Lauderdale-Hollywood International Airport, Florida KW - Airport and Airway Improvements Act of 1982, as amended, Compliance KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36409619?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-02-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EXPANSION+OF+RUNWAY+9R-27L%2C+FORT+LAUDERDALE-HOLLYWOOD+INTERNATIONAL+AIRPORT%2C+BROWARD+COUNTY%2C+FLORIDA.&rft.title=EXPANSION+OF+RUNWAY+9R-27L%2C+FORT+LAUDERDALE-HOLLYWOOD+INTERNATIONAL+AIRPORT%2C+BROWARD+COUNTY%2C+FLORIDA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Orlando, Florida; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: February 6, 2001 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - Empirical modeling of the compaction curve of cohesive soils AN - 52113430; 2002-032053 AB - Compaction curves (or density-moisture relationships) of cohesive soils are essential components for establishing practical and reliable criteria for effective control of field compaction. In this paper, modules built from empirical models for simulating the compaction curves of cohesive soils based on easily measured basic soil properties and compaction energy were developed using both statistical regression and artificial neural networks (ANNs) techniques. A large number of compaction curves pertaining to a wide variety of fine-grained soils were collected and used in modeling. The developed modules were able to predict compaction curves of soils with good accuracy, with the ANN-based module outperforming the statistical-based analog. The compaction modules were utilized to inquire about the compactibility behavior of fine-grained soils in relation to their properties and the compaction energy used. Besides their use as independent compaction curve predictors, the compaction modules can be used as supplementary units in numerical models for solving geotechnical engineering problems and as tools useful in preliminary design phases and feasibility studies. JF - Canadian Geotechnical Journal = Revue Canadienne de Geotechnique AU - Basheer, I A Y1 - 2001/02// PY - 2001 DA - February 2001 SP - 29 EP - 45 PB - National Research Council of Canada, Ottawa, ON VL - 38 IS - 1 SN - 0008-3674, 0008-3674 KW - models KW - compaction KW - soil mechanics KW - neural networks KW - permeability KW - compressibility KW - cohesive materials KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/52113430?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Canadian+Geotechnical+Journal+%3D+Revue+Canadienne+de+Geotechnique&rft.atitle=Empirical+modeling+of+the+compaction+curve+of+cohesive+soils&rft.au=Basheer%2C+I+A&rft.aulast=Basheer&rft.aufirst=I&rft.date=2001-02-01&rft.volume=38&rft.issue=1&rft.spage=29&rft.isbn=&rft.btitle=&rft.title=Canadian+Geotechnical+Journal+%3D+Revue+Canadienne+de+Geotechnique&rft.issn=00083674&rft_id=info:doi/ L2 - http://pubs.nrc-cnrc.gc.ca/rp-ps/journalDetail.jsp?jcode=cgj&lang=eng LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2002-01-01 N1 - Number of references - 46 N1 - PubXState - ON N1 - Document feature - illus. incl. 1 table N1 - Last updated - 2012-06-07 N1 - CODEN - CGJOAH N1 - SubjectsTermNotLitGenreText - cohesive materials; compaction; compressibility; models; neural networks; permeability; soil mechanics ER - TY - RPRT T1 - CENTRAL SUSQUEHANNA VALLEY TRANSPORTATION PROJECT, PENNSYLVANIA STATE ROUTE 0015, SECTION 088; NORTHUMBERLAND, SNYDER, AND UNION COUNTIES, PENNSYLVANIA. AN - 36417905; 8359 AB - PURPOSE: The construction of a four-lane, limited-access highway extending 12 to 13 miles from the existing Selinsgrove Bypass, or US Highway 11/15 (US 11/15), in Monroe Township to the interchange between Pennsylvania State Route 147 (PA 147) and PA 45 in West Chillisquaque Township, located in central Pennsylvania, is proposed. The existing roadway corridor is characterized by high levels of traffic congestion due, in part, to large volumes of truck traffic and other through traffic. The corridor is also characterized by a high accident rate. Economic and population growth in the region call for additional capacity within the corridor. Issues include the local roadway system and travel patterns; socioeconomic resources such as homes, businesses, neighborhoods, and communities; natural resources such as wetlands, streams, forest areas, and wildlife; cultural resources such as historic properties and historic and prehistoric archaeological sites; and agricultural security and productive farmland areas. Three build alternatives for the southern section of the project area, four build alternatives for the northern section of the project area, and a No-Build Alternative are considered in this draft EIS. The northern section component of the project would involve the construction of a bridge crossing of the Susquehanna River. The preferred alternative for the southern section would extend north and west from US 11/15 in the area of the stub of the Selinsgrove Bypass, swing to the north around the Kingswood Road subdivision, turn to the east to avoid the closed municipal landfill, continue north and east through Ash Basin 2 to an interchange with the 61 Connector on Ash Basin 3, and turn northwest to its connection with the northern section. The preferred alternative for the northern section would head north and east from that point. A fully directional interchange would be provided between the facility at US 15 in the Winfield area. The alignment would then proceed east across the West Branch Susquehanna River on a structure that spans the floodway and floodplain on both sides of the river, continue north and east to an interchange with Ridge Road, turn north on an alignment east of PA 147 to a point near PA 45. The estimated costs of the southern and northern segment alternatives are $122.3 million to $186.2 million and $140.6 million to $163.9 million, respectively. The estimated costs of the preferred southern and northern alternatives are $122.3 million and $140.6 million, respectively. POSITIVE IMPACTS: The facility would increase capacity for local and through traffic and improve safety within the corridor significantly. Commercial vehicles would be accommodated without undue hazards to other highway vehicles. Economic growth in the region would be supported by easing movements of commercial vehicles and commuters. NEGATIVE IMPACTS: The rights-of-way requirements for the project would result in the displacement of 58 residences and the loss of wildlife habitat, farmland, and timberland. Wildlife community connectivity would be disrupted. The project would also result in the loss of 4.8 acres of wetlands. Traffic-related noise levels would exceed federal standards for 108 residential 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). JF - EPA number: 010036, Volume 1--421 pages, Volume 2--364 pages, February 1, 2001 PY - 2001 KW - Roads and Railroads KW - Agency number: FHWA-PA-EIS-01-01-D KW - Archaeological Sites KW - Bridges KW - Creeks KW - Cultural Resources KW - Farmlands KW - Forests KW - Highways KW - Highway Structures KW - Historic Sites KW - Housing KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Rivers KW - Roads KW - Safety KW - Section 404(b) Statements KW - Socioeconomic Assessments KW - Timber KW - Water Quality Assessments KW - Wetlands KW - Wildlife KW - Wildlife Habitat KW - Pennsylvania KW - Susquehanna River KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36417905?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-02-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CENTRAL+SUSQUEHANNA+VALLEY+TRANSPORTATION+PROJECT%2C+PENNSYLVANIA+STATE+ROUTE+0015%2C+SECTION+088%3B+NORTHUMBERLAND%2C+SNYDER%2C+AND+UNION+COUNTIES%2C+PENNSYLVANIA.&rft.title=CENTRAL+SUSQUEHANNA+VALLEY+TRANSPORTATION+PROJECT%2C+PENNSYLVANIA+STATE+ROUTE+0015%2C+SECTION+088%3B+NORTHUMBERLAND%2C+SNYDER%2C+AND+UNION+COUNTIES%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Harrisburg, Pennsylvania; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: February 1, 2001 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - Dust Bowl Lessons .... Quick Fixes Can Have Long-Term Consequences AN - 17845672; 4874410 AB - The drought of the 1930's or "Dust Bowl" was the ecological equivalent of the collapse of the stock market, and its reverberations were felt across the country. As "Black Thursday" came to connote financial disaster, so the phrase the "dirty thirties" described the distress of the land, in particular the fragility of the topsoil. (Phoebe) As the blowing topsoils of the West landed on the steps of the Capitol in the East, the New Deal administration reacted in three ways: Prohibited further homesteading by dedicating remaining land to controlled grazing. Pulled out of production 11 million substandard acres, and Began planting a transcontinental wind break. The consequences of 65 years of grazing on public lands are well known. I suspect many of the 11.3 substandard acres were moved into production as irrigation technology improved. But a transcontinental windbreak ... what were they thinking?! They used the best information they had at the time; BUT planting a windbreak from Canada to Mexico, that would keep soils blowing from the west in the West, seems ludicrous still. JF - Land and Water AU - Harper-Lore, B AD - Federal Hwy. Administration, 175 E. 5th St., St. Paul, MN 05101, USA, Bonnie.Harper-Lore@fhwa.dot.gov Y1 - 2001/02// PY - 2001 DA - Feb 2001 SP - 40 VL - 45 IS - 1 SN - 0192-9453, 0192-9453 KW - USA KW - Water Resources Abstracts KW - Land Management KW - Erosion Control KW - Grazing KW - History KW - Soil Stabilization KW - Drought KW - Soil Erosion KW - Topsoil KW - Wind KW - SW 2080:Watershed protection UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/17845672?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Awaterresources&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Land+and+Water&rft.atitle=Dust+Bowl+Lessons+....+Quick+Fixes+Can+Have+Long-Term+Consequences&rft.au=Harper-Lore%2C+B&rft.aulast=Harper-Lore&rft.aufirst=B&rft.date=2001-02-01&rft.volume=45&rft.issue=1&rft.spage=40&rft.isbn=&rft.btitle=&rft.title=Land+and+Water&rft.issn=01929453&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Last updated - 2015-03-24 N1 - SubjectsTermNotLitGenreText - Erosion Control; Land Management; History; Grazing; Soil Stabilization; Drought; Soil Erosion; Wind; Topsoil ER - TY - JOUR T1 - Prevalence of Drugs and Alcohol in Fatal Civil Aviation Accidents Between 1994 and 1998 AN - 17814774; 4858920 AB - The use of drugs and alcohol in aviation is closely monitored by the FAA Office of Aviation Medicine's (OAM's) Civil Aeromedical Institute (CAMI) through the toxicological analysis of specimens from pilots who have died in aviation accidents. Frozen specimens received from local pathologists were tested and the results entered into a computer database for future analysis. The data were sorted based on the class of drug, controlled dangerous substance schedules II, and I controlled dangerous substance schedules III-V, prescription drugs, over-the-counter drugs, and alcohol. This research supports the very low incidence rate of drugs found in the FAA random drug-testing program. Over-the-counter medications are the most frequently found drugs in fatal aviation accidents and many of these drugs could impair a pilot's ability to safely fly an aircraft. This data is helpful to the FAA in developing programs to reduce the usage of dangerous drugs and identify potentially incapacitating medical conditions that may cause an accident. Data collected from this research can be used to evaluate the effectiveness of the FAA drug-testing program. JF - Aviation, Space and Environmental Medicine AU - Canfield, D V AU - Hordinsky, J AU - Millett, D P AU - Endecott, B AU - Smith, D AD - Toxicology and Accident Research Laboratory, Civil Aeromedical Institute, Federal Aviation Administration, Oklahoma City, OK 73125, USA, dennis_canfield@mmacmail.jccbi.gov Y1 - 2001/02// PY - 2001 DA - Feb 2001 SP - 120 EP - 124 VL - 72 IS - 2 SN - 0095-6562, 0095-6562 KW - substance abuse KW - Risk Abstracts; Health & Safety Science Abstracts KW - Alcohol KW - Accidents KW - Aircraft KW - Human factors KW - Drugs KW - R2 23020:Technological risks KW - H 2000:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/17814774?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ariskabstracts&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Aviation%2C+Space+and+Environmental+Medicine&rft.atitle=Prevalence+of+Drugs+and+Alcohol+in+Fatal+Civil+Aviation+Accidents+Between+1994+and+1998&rft.au=Canfield%2C+D+V%3BHordinsky%2C+J%3BMillett%2C+D+P%3BEndecott%2C+B%3BSmith%2C+D&rft.aulast=Canfield&rft.aufirst=D&rft.date=2001-02-01&rft.volume=72&rft.issue=2&rft.spage=120&rft.isbn=&rft.btitle=&rft.title=Aviation%2C+Space+and+Environmental+Medicine&rft.issn=00956562&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2006-11-01 N1 - Last updated - 2011-12-13 N1 - SubjectsTermNotLitGenreText - Aircraft; Accidents; Drugs; Alcohol; Human factors ER - TY - RPRT T1 - CAL BLACK MEMORIAL AIRPORT, HALLS CROSSING, SAN JUAN COUNTY, UTAH (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF MAY 1990). AN - 36417378; 8357 AB - PURPOSE: The continued operation of a replacement airport for Halls Crossing Airport, known as the Cal Black Memorial Airport, within the Glen Canyon National Recreation Area (NRA), located in southern Utah, is proposed. The NRA is located in southwestern Utah and northwestern Arizona. In 1990, the Federal Aviation Administration (FAA) issued draft and final EISs with respect to the development of a replacement airport located within the boundaries of the NRA. The National Parks and Conservation Association bought suit against the FAA concerning the adequacy of the EISs and the adequacy of an associated Bureau of Land Management plan amendment and land transfer process. In its decision, the U.S. Court of Appeals remanded the EIS decision back to the FAA for further environmental analysis regarding aircraft noise impacts to recreational users of the area. This draft supplement to the final EIS of May 1990 responds to the court's order. Cal Black Memorial Airport is currently developed around a single runway (Runway 01/19), which is 5,700 feet long and 60 feet wide. Aircraft in excess of 30,000 pounds gross weight are prohibited from using the facility. The runway is equipped with medium-intensity runway lights and is marked with non-precision instrument markings. The airport is served by visual approaches at both ends of the runway, with no obstructions that would restrict either non-precision or precision approaches to either end. The runway is served by a parallel taxiway on the west side of the runway, which connects to the aircraft parking apron located in the northwest quadrant of the facility. The airport accommodated 6,068 aircraft operations in 1997 and is forecast to accommodate 13,550 operations in 2017. Two alternative projections for activity and development at the airport are considered in this draft supplement. Alternative 1 would assume that both the Cal Black Airport and the nearby Bullfrog Basin Airport would remain open. The latter facility would continue to accommodate approximately 56 percent of the operations conducted by the two facilities in the near future. However, Cal Black Airport would likely capture an increasing percentage of the operations; an 4.1 percent average annual operational growth rate is projected for the combined airports. Alternative 2 would assumes the closure of Bullfrog Basin Airport in the year 2008 and the relocation of all area aviation activity to Cal Black Airport. The closure of Bullfrog Basin Airport could result in a 23 percent reduction in the projected aircraft operations by the end of the planning period and an average annual growth rate for operations of nearly three percent as compared to the Alternative 1 projections. POSITIVE IMPACTS: The continued operation of one or both of the airports would provide transportation support, in both routine and emergency situations, to visitors and staff of the Glen Canyon NRA and residents of the area. NEGATIVE IMPACTS: Aircraft noise generated by the Cal Black airport would have minimal impacts on the NRA as compared to other sources of noise, such as motorized boating activities, noise from visitors, and aircraft noise from sources not associated with the airport. LEGAL MANDATES: Airport and Airway Improvements Act of 1982, as amended (P.L. 97-248), and Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 90-0002D, Volume 14, Number 1, and 90-0203F, Volume 14, Number 4, respectively. JF - EPA number: 010034, 186 pages, January 31, 2001 PY - 2001 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Noise KW - Noise Assessments KW - Noise Standards KW - Recreation KW - Recreation Facilities KW - Recreation Resources KW - Arizona KW - Cal Black Memorial Airport, Utah KW - Glen Canyon National Recreation Area KW - Halls Crossing Airport, Utah KW - Utah KW - Airport and Airway Improvements Act of 1982, as amended, Compliance KW - Department of Transportation Act of 1966, as amended, Parks UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36417378?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-01-31&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CAL+BLACK+MEMORIAL+AIRPORT%2C+HALLS+CROSSING%2C+SAN+JUAN+COUNTY%2C+UTAH+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+MAY+1990%29.&rft.title=CAL+BLACK+MEMORIAL+AIRPORT%2C+HALLS+CROSSING%2C+SAN+JUAN+COUNTY%2C+UTAH+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+MAY+1990%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Renton, Washington; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: January 31, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE HIGHWAY 96 AIRPORT AREA ACCESS STUDY, KENT COUNTY, MICHIGAN. AN - 36410222; 8354 AB - PURPOSE: The implementation of transportation improvements in the area surrounding the Gerald R. Ford International Airport near I-96, located in western Michigan, is proposed. The area surrounding the airport (formerly the Kent County International Airport) is the regions largest concentration of employment and economic activity. Employment and economic activity in the region served by the airport, which includes Allegan, Kent, Muskegon, and Ottawa counties, increased rapidly between 1984 and 1994 and commercial and industrial growth is project to continue at its current average annual rate of nine percent. Though a series of transportation improvements were made to the existing roadway system in recent years, these have not been able to keep page with escalating travel demand generated by population growth, employment, and economic activity. The project is designed to improve access to I-96, the airport, and the area surrounding the airport. Five alternatives, including a No-Build Alternative, are considered in this draft EIS. POSITIVE IMPACTS: The project would enhance accessibility to and from I-96 and the airport, enhance circulation around the airport, improve accessibility to the commercial district in the area, and improve accessibility to major employment centers. NEGATIVE IMPACTS: Depending on the build alternative considered, the project would result in the displacement of up to two residences, up to one institution, and up to two commercial units and six industrial units. From 1,450 to 3,630 linear feet of perennial and intermittent streams would be adversely affected under the build alternatives and 1,030 linear feet of perennial streams would be adversely affected under the Patterson Avenue/28th Street improvement. The project would require the clearing of 13.9 to 35.5 acres of woodland. Noise levels in excess of federal standards would adversely affect up to six receptors. One to three archaeological sites could be disturbed, and one historically significant architectural site would be adversely affected. Two federal protected species could be adversely affected. Construction activities would encounter seven to nine contaminated sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 010031, Final EIS and Appendices A-F--581 pages and maps, Appendices G-H--261 pages, January 29, 2001 PY - 2001 KW - Roads and Railroads KW - Agency number: FHWA-MI-EIS-00-01-D KW - Airports KW - Air Quality KW - Air Quality Assessments KW - Archaeological Sites KW - Cost Assessments KW - Creeks KW - Employment KW - Endangered Species (Animals) KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Impact Assessment Methodology KW - Noise KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Rivers KW - Roads KW - Soils Surveys KW - Traffic Analyses KW - Transportation KW - Wildlife KW - Wildlife Surveys KW - Gerald R. Ford International Airport, Michigan KW - Michigan KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, as amended, Archaeological Sites KW - National Historic Preservation Act of 1966, as amended, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36410222?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-01-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+HIGHWAY+96+AIRPORT+AREA+ACCESS+STUDY%2C+KENT+COUNTY%2C+MICHIGAN.&rft.title=INTERSTATE+HIGHWAY+96+AIRPORT+AREA+ACCESS+STUDY%2C+KENT+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 - Draft. Preparation date: January 29, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US HIGHWAY 301 TRANSPORTATION STUDY FROM US HIGHWAY 301 NORTH OF US HIGHWAY 301/MARYLAND STATE ROUTE 5 INTERCHANGE AT T.B. TO US HIGHWAY 50, NORTHERN CORRIDOR, PRINCE GEORGES COUNTY, MARYLAND. AN - 36408798; 8353 AB - PURPOSE: The implementation of highway and other improvements within an overall corridor established for the northern 50-mile portion of US Highway 301 (US 301) transportation study area, located in southern Maryland, is proposed. The project area extends from just north of the US 301 /Maryland State Route 5 interchange at the community of T.B. to US 50. The US 301 study addressed existing and anticipated transportation and land use issues affection the section of US 301 from Governor Nice Bridge to US 59 near Bowie in Prince George's and Charles counties. US 301, which is a four-lane, divided highway, with six lanes through the Waldorf area, serves as the primary north-south route between the Washington, District of Columbia suburbs of Prince George's County and the less densely developed areas to the south. Due to the extensive scope of the project considered, a tiered approach to assessment was undertaken. This Tier I final EIS focuses on broad issues, such as project need, general location of improvements, and area-wide environmental implications. The Tier II document will involve site-specific environmental analysis. Two sub-corridors and modes were investigated within the corridor. Sub-corridor A was assessed for the implementation of transportation systems management, new freeway construction, transit-related improvements and high-occupancy-vehicle lanes. Sub-Corridor B was assessed for development of commuter rail facilities along Pope's Creek rail line. A No-Build Alternative, consisting of the continuation of currently planned transportation development activities, is also under consideration. Commuter rail facilities for Sub-Corridor B were dropped due to the lack of potential ridership. POSITIVE IMPACTS: Project implementation would enhance travel for southern Maryland commuters bound for the District of Columbia. NEGATIVE IMPACTS: The acquisition of almost 800 acres of right-of-way would result in the displacement of commercial and residential units, with most of the impacts adversely affecting the latter category. An estimated 322 properties would be adversely affected. Farmland displacement would be unavoidable. Corridor developments could encroach on some of the six existing and two potential publicly owned parks or recreation facilities within the area. Minority populations living in Upper Marlboro could be adversely affected by the project. Efforts thus far have resulted in the identification of two properties in the National Register of Historic Places and 19 properties eligible for inclusion in the Register; all are historic, as opposed to archaeological, sites. However, a cultural resources sensitivity model suggests that approximately 40 percent of the corridor should be intensively surveyed for archaeological resources. Ten residential subdivisions would lie within the noise impact zone. Stormwater runoff from project facilities could degrade surface flows and wells could be adversely affected. Portions of at least some of the 25 non-tidal wetlands identified within the area would be displaced. Depending on the alternative chosen, approximately 9.62 acres of wetland would have a low probability of adverse impact, approximately 2.24 acres of wetland would have a moderate probability of adverse impact, and approximately 15.85 acres of wetland would have a high probability of adverse impact. The project would traverse 100-year floodplains associated with Charles Branch, Western Branch, and Collington Branch, adversely affecting up to 3.4 acres within the Western Branch floodplain and up to 30.0 acres in the Charles Branch floodplain. Seven perennial streams and numerous unnamed, intermittent and ephemeral waterways could be adversely affected by the contemplated developments. Adverse impacts to portions of the large, contiguous unfragmented forest areas would be unavoidable. Two state-designated endangered species, the stripeback darter and the glassy darter, inhabit portions of the corridor study area. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 98-0235D, Volume 22, Number 3. JF - EPA number: 010030, 620 pages and maps, map supplement, January 29, 2001 PY - 2001 KW - Roads and Railroads KW - Agency number: FHWA-MD-EIS-00-01-F KW - Air Quality KW - Archaeological Sites KW - Creeks KW - Endangered Species (Animals) KW - Farmlands KW - Floodplains KW - Forests KW - Highways KW - Historic Sites KW - Land Use KW - Minorities KW - Noise KW - Parking KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 106 Statements KW - Water Quality KW - Wetlands KW - Wildlife KW - Maryland KW - Department of Transportation Act of 1966, as amended, Parks KW - Department of Transportation Act of 1966, as amended, Recreation Resources KW - National Historic Preservation Act of 1966, as amended, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36408798?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-01-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+HIGHWAY+301+TRANSPORTATION+STUDY+FROM+US+HIGHWAY+301+NORTH+OF+US+HIGHWAY+301%2FMARYLAND+STATE+ROUTE+5+INTERCHANGE+AT+T.B.+TO+US+HIGHWAY+50%2C+NORTHERN+CORRIDOR%2C+PRINCE+GEORGES+COUNTY%2C+MARYLAND.&rft.title=US+HIGHWAY+301+TRANSPORTATION+STUDY+FROM+US+HIGHWAY+301+NORTH+OF+US+HIGHWAY+301%2FMARYLAND+STATE+ROUTE+5+INTERCHANGE+AT+T.B.+TO+US+HIGHWAY+50%2C+NORTHERN+CORRIDOR%2C+PRINCE+GEORGES+COUNTY%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Baltimore, Maryland; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: January 29, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ILLINOIS STATE ROUTE 3 RELOCATION (FAP 14), MADISON AND ST. CLAIR COUNTIES, ILLINOIS. AN - 36408641; 8351 AB - PURPOSE: The improvement of a 5.5-mile section of Illinois State Route 3 from Sauget to Venice, located in southwestern Illinois, is proposed. This section connects the communities of Sauget, East St. Louis, former National City, Brooklyn, and Venice. The roadway is characterized by structural deficiencies, capacity problems, and a high accident rate. Traffic projections indicate that greater than 20,000 vehicles per day would use the new highway by the year 2004. Eight alternatives, including a No Action Alternative, are considered in this draft EIS. The preferred alternative (Line D), a highway build alternative, would involve replacing the existing two-lane facility with a four-lane urban major arterial highway. The project would begin at Monsanto and Mississippi avenues in Sauget and end near the approach to the McKinley Bridge in Venice. A transportation system management alternative, a mass transit alternative, and four other highway build alternatives are also under consideration. The estimated cost of the preferred alternative is $98.6 million. POSITIVE IMPACTS: The improved facility would provide system continuity, new access to lands along the Mississippi River in East St. Louis, and connections to three existing bridges and the proposed New Mississippi River Bridge. The expressway would also improve traffic circulation between communities, improve safety, and decrease travel time within the study corridor and between the project area and St. Louis. The facility would support economic development within and outside the corridor. Rail/truck access would be significantly improved. NEGATIVE IMPACTS: The rights-of-way requirements would result in the displacement of 22 residences, four commercial units, one warehouse, and one place of worship. One neighborhood in Venice would be divided, thereby adversely affecting community cohesion. Five colonies of a federally protected plant, the decurrent false aster, would be destroyed, and 21.11 acres of wetlands would be lost through filling. The project would traverse hazardous waste sites. Noise in excess of federal standards would adversely affect 19 single-family units, two parks or proposed parks, three apartment buildings, and one church. 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: 010028, 288 pages and maps, January 26, 2001 PY - 2001 KW - Roads and Railroads KW - Agency number: FHWA-IL-EIS-98-2-D KW - Air Quality KW - Bridges KW - Cultural Resources KW - Endangered Species (Plants) KW - Farmlands KW - Geologic Assessments KW - Highways KW - Noise KW - Noise Standards Violations KW - Parks KW - Relocations-Property Acquisitions KW - Socioeconomic Assessments KW - Vegetation KW - Waste Disposal KW - Water Quality KW - Water Resources KW - Wetlands KW - Wildlife KW - Illinois KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36408641?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-01-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ILLINOIS+STATE+ROUTE+3+RELOCATION+%28FAP+14%29%2C+MADISON+AND+ST.+CLAIR+COUNTIES%2C+ILLINOIS.&rft.title=ILLINOIS+STATE+ROUTE+3+RELOCATION+%28FAP+14%29%2C+MADISON+AND+ST.+CLAIR+COUNTIES%2C+ILLINOIS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Springfield, Illinois; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: January 26, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - RECONSTRUCTION OF M-24 FROM ONE MILE NORTH OF THE OAKLAND COUNTY LINE TO I-69, LAPEER COUNTY, MICHIGAN. AN - 36434587; 9259 AB - PURPOSE: The reconstruction of Michigan 24 (M-24) northward from a point one mile north of the Oakland County line to Interstate 69 (I-69) in Lapeer County, Michigan is proposed. M-24, which is a two-lane, free-access, principal arterial along the study corridor, serves as a work-related commuter route used by persons residing in Lapeer County and working in Lapeer, Pontiac, Auburn Hills, and metropolitan Detroit. Oakland County, immediately south of the project area, is one of the fastest growing counties in Michigan. Lapeer county is projected to increase its population by 36,700 from 1990 to 2020, a growth of 40 percent. A traffic forecast model predicts an increase in traffic volume on M-24 of 65 percent by the year 2020. Five alternatives, including a No Action Alternative, an alternative involving low capital improvements, and three reconstruction alternatives, were considered in the draft EIS. The Five-Lane Reconstruction Alternative would involve reconstructing the existing roadway to make it a five-lane facility. The existing roadway would be widened on the west or east side depending on resource impacts to be avoided. The general cross general cross-section would provide two lanes in each direction as well as a continuous center lane for left-turn movements. This alternative would require a detour for construction in the sections extending from Brauer Road to Kile Road and from Pratt Road north to Newark Road. Under the Boulevard Alternative, which is identified as the preferred alternative in this abbreviated final EIS, the facility would be reconstructed to a boulevard cross-section, consisting of two 12-foot lanes in each direction separated by a 60-foot grass median. The Combination Five-Lane/Boulevard Alternative would incorporate an open-ditch boulevard section from the north end of the project to a point just north of Pratt Road and from Kile Road to the south to match the existing narrow boulevard near Brauer road. Through the business section between Pratt Road and Kile Road, a five-lane section with enclosed drainage and curb-and-gutter borders would be provided to minimize impacts to adjacent properties. Cost of the preferred alternative is estimated at $53.1 million. POSITIVE IMPACTS: All reconstruction alternatives would provide adequate transportation capacity in the corridor through the year 2020. In addition to easing commuting, the expanded, improved facility would enhance economic development currently occurring along the corridor and reduce the accident rate on M-24. NEGATIVE IMPACTS: Depending on the alternative considered, the project would result in displacement of 16 to 54 residential units, 14 to 22 commercial units, and three to four farm operations. From 7.95 to 9.7 acres of wetlands would be filled. Noise levels would exceed federal standards at numerous sites. All alternatives would affect the Caley and Netzel farms, both of which have historic significance, and would disturb a significant archaeological site. 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 01-0186D, Volume 25, Number 2. JF - EPA number: 020143, Final EIS--89 pages and maps, Draft EIS--112 pages and maps, January 19, 2001 PY - 2001 KW - Roads and Railroads KW - Agency number: FHWA-MICH-EIS-00-02-D KW - Archaeological Sites KW - Air Quality Assessments KW - Cost Assessments KW - Cultural Resources KW - Farmlands KW - Floodplains KW - Highways KW - Historic Sites KW - Noise KW - Noise Assessments KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Traffic Analyses KW - Visual Resources KW - Michigan 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 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36434587?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-01-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=RECONSTRUCTION+OF+M-24+FROM+ONE+MILE+NORTH+OF+THE+OAKLAND+COUNTY+LINE+TO+I-69%2C+LAPEER+COUNTY%2C+MICHIGAN.&rft.title=RECONSTRUCTION+OF+M-24+FROM+ONE+MILE+NORTH+OF+THE+OAKLAND+COUNTY+LINE+TO+I-69%2C+LAPEER+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: January 19, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - RECONSTRUCTION OF MICHIGAN STATE HIGHWAY 24 FROM ONE MILE NORTH OF THE OAKLAND COUNTY LINE TO INTERSTATE HIGHWAY 69, LAPEER COUNTY, MICHIGAN. AN - 36406819; 8348 AB - PURPOSE: The reconstruction of Michigan State Highway 24 (SH 24) northward from a point one mile north of the Lapeer/Oakland county line to Interstate Highway 69 (I-69), located in eastern Michigan, is proposed. SH 24, which is a two-lane, free-access, principal arterial along the study corridor, serves as a work-related commuter route used by persons residing in Lapeer County and working in Lapeer, Pontiac, Auburn Hills, and metropolitan Detroit. Oakland County, immediately south of the project area, is one of the fastest growing counties in Michigan. Lapeer County is projected to increase its population by 36,700 from 1990 to 2020, a growth of 40 percent. A traffic forecast model predicts an increase in traffic volume on SH 24 of 65 percent by the year 2020. Five alternatives, including a No Action Alternative, are considered in this draft EIS. The Five-Lane Reconstruction Alternative would involve the reconstruction of the existing roadway to make it a five-lane facility. The existing roadway would be widened on the west or east side depending on resource impacts to be avoided. The general cross general cross-section would provide two lanes in each direction as well as a continuous center lane for left-turn movements. This alternative would require a detour for the construction in the sections extending from Brauer Road to Kile Road and from Pratt Road north to Newark Road. Under the Boulevard Alternative, the facility would be reconstructed to a boulevard cross-section, consisting of two 12-foot lanes in each direction separated by a 60-foot grass median. The Combination Five-Lane /Boulevard Alternative would incorporate an open-ditch boulevard section from the north end of the project to a point just north of Pratt Road and from Kile Road to the south to match the existing narrow boulevard near Brauer road. Through the business section between Pratt Road and Kile Road, a five-lane section with enclosed drainage and curb-and-gutter borders would be provided to minimize impacts to adjacent properties. An alternative involving low capital improvements is also under consideration. The estimated cost of the project ranges from $43.6 million to $47.4 million, depending on the alternative selected. POSITIVE IMPACTS: All reconstruction alternatives would provide adequate transportation capacity in the corridor through the year 2020. In addition to easing commuting, the facility would enhance economic development currently occurring along the corridor and reduce the accident rate. NEGATIVE IMPACTS: Depending on the alternative selected, the project would result in the displacement of 16 to 54 residential units, 14 to 22 commercial units, and three to four farm operations, as well as the loss of 7.95 to 9.7 acres of wetlands. Noise levels would exceed federal standards at numerous sites. All alternatives would adversely affect the Caley and Netzel farms, both of which have historic significance, and would disturb a significant archaeological site. 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: 010025, 112g pages and maps, January 19, 2001 PY - 2001 KW - Roads and Railroads KW - Agency number: FHWA-MICH-EIS-00-02-D KW - Archaeological Sites KW - Air Quality Assessments KW - Farmlands KW - Highways KW - Historic Sites KW - Noise Assessments KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Michigan KW - Department of Transportation Act of 1966, as amended, Historic Sites KW - National Historic Preservation Act of 1966, as amended, Archaeological Sites KW - National Historic Preservation Act of 1966, as amended, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36406819?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-01-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=RECONSTRUCTION+OF+MICHIGAN+STATE+HIGHWAY+24+FROM+ONE+MILE+NORTH+OF+THE+OAKLAND+COUNTY+LINE+TO+INTERSTATE+HIGHWAY+69%2C+LAPEER+COUNTY%2C+MICHIGAN.&rft.title=RECONSTRUCTION+OF+MICHIGAN+STATE+HIGHWAY+24+FROM+ONE+MILE+NORTH+OF+THE+OAKLAND+COUNTY+LINE+TO+INTERSTATE+HIGHWAY+69%2C+LAPEER+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 - Draft. Preparation date: January 19, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - RECONSTRUCTION OF M-24 FROM ONE MILE NORTH OF THE OAKLAND COUNTY LINE TO I-69, LAPEER COUNTY, MICHIGAN. [Part 1 of 2] T2 - RECONSTRUCTION OF M-24 FROM ONE MILE NORTH OF THE OAKLAND COUNTY LINE TO I-69, LAPEER COUNTY, MICHIGAN. AN - 36388388; 9259-020143_0001 AB - PURPOSE: The reconstruction of Michigan 24 (M-24) northward from a point one mile north of the Oakland County line to Interstate 69 (I-69) in Lapeer County, Michigan is proposed. M-24, which is a two-lane, free-access, principal arterial along the study corridor, serves as a work-related commuter route used by persons residing in Lapeer County and working in Lapeer, Pontiac, Auburn Hills, and metropolitan Detroit. Oakland County, immediately south of the project area, is one of the fastest growing counties in Michigan. Lapeer county is projected to increase its population by 36,700 from 1990 to 2020, a growth of 40 percent. A traffic forecast model predicts an increase in traffic volume on M-24 of 65 percent by the year 2020. Five alternatives, including a No Action Alternative, an alternative involving low capital improvements, and three reconstruction alternatives, were considered in the draft EIS. The Five-Lane Reconstruction Alternative would involve reconstructing the existing roadway to make it a five-lane facility. The existing roadway would be widened on the west or east side depending on resource impacts to be avoided. The general cross general cross-section would provide two lanes in each direction as well as a continuous center lane for left-turn movements. This alternative would require a detour for construction in the sections extending from Brauer Road to Kile Road and from Pratt Road north to Newark Road. Under the Boulevard Alternative, which is identified as the preferred alternative in this abbreviated final EIS, the facility would be reconstructed to a boulevard cross-section, consisting of two 12-foot lanes in each direction separated by a 60-foot grass median. The Combination Five-Lane/Boulevard Alternative would incorporate an open-ditch boulevard section from the north end of the project to a point just north of Pratt Road and from Kile Road to the south to match the existing narrow boulevard near Brauer road. Through the business section between Pratt Road and Kile Road, a five-lane section with enclosed drainage and curb-and-gutter borders would be provided to minimize impacts to adjacent properties. Cost of the preferred alternative is estimated at $53.1 million. POSITIVE IMPACTS: All reconstruction alternatives would provide adequate transportation capacity in the corridor through the year 2020. In addition to easing commuting, the expanded, improved facility would enhance economic development currently occurring along the corridor and reduce the accident rate on M-24. NEGATIVE IMPACTS: Depending on the alternative considered, the project would result in displacement of 16 to 54 residential units, 14 to 22 commercial units, and three to four farm operations. From 7.95 to 9.7 acres of wetlands would be filled. Noise levels would exceed federal standards at numerous sites. All alternatives would affect the Caley and Netzel farms, both of which have historic significance, and would disturb a significant archaeological site. 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 01-0186D, Volume 25, Number 2. JF - EPA number: 020143, Final EIS--89 pages and maps, Draft EIS--112 pages and maps, January 19, 2001 PY - 2001 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-MICH-EIS-00-02-D KW - Archaeological Sites KW - Air Quality Assessments KW - Cost Assessments KW - Cultural Resources KW - Farmlands KW - Floodplains KW - Highways KW - Historic Sites KW - Noise KW - Noise Assessments KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Traffic Analyses KW - Visual Resources KW - Michigan 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 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36388388?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-01-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=RECONSTRUCTION+OF+M-24+FROM+ONE+MILE+NORTH+OF+THE+OAKLAND+COUNTY+LINE+TO+I-69%2C+LAPEER+COUNTY%2C+MICHIGAN.&rft.title=RECONSTRUCTION+OF+M-24+FROM+ONE+MILE+NORTH+OF+THE+OAKLAND+COUNTY+LINE+TO+I-69%2C+LAPEER+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: January 19, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - RECONSTRUCTION OF M-24 FROM ONE MILE NORTH OF THE OAKLAND COUNTY LINE TO I-69, LAPEER COUNTY, MICHIGAN. [Part 2 of 2] T2 - RECONSTRUCTION OF M-24 FROM ONE MILE NORTH OF THE OAKLAND COUNTY LINE TO I-69, LAPEER COUNTY, MICHIGAN. AN - 36380314; 9259-020143_0002 AB - PURPOSE: The reconstruction of Michigan 24 (M-24) northward from a point one mile north of the Oakland County line to Interstate 69 (I-69) in Lapeer County, Michigan is proposed. M-24, which is a two-lane, free-access, principal arterial along the study corridor, serves as a work-related commuter route used by persons residing in Lapeer County and working in Lapeer, Pontiac, Auburn Hills, and metropolitan Detroit. Oakland County, immediately south of the project area, is one of the fastest growing counties in Michigan. Lapeer county is projected to increase its population by 36,700 from 1990 to 2020, a growth of 40 percent. A traffic forecast model predicts an increase in traffic volume on M-24 of 65 percent by the year 2020. Five alternatives, including a No Action Alternative, an alternative involving low capital improvements, and three reconstruction alternatives, were considered in the draft EIS. The Five-Lane Reconstruction Alternative would involve reconstructing the existing roadway to make it a five-lane facility. The existing roadway would be widened on the west or east side depending on resource impacts to be avoided. The general cross general cross-section would provide two lanes in each direction as well as a continuous center lane for left-turn movements. This alternative would require a detour for construction in the sections extending from Brauer Road to Kile Road and from Pratt Road north to Newark Road. Under the Boulevard Alternative, which is identified as the preferred alternative in this abbreviated final EIS, the facility would be reconstructed to a boulevard cross-section, consisting of two 12-foot lanes in each direction separated by a 60-foot grass median. The Combination Five-Lane/Boulevard Alternative would incorporate an open-ditch boulevard section from the north end of the project to a point just north of Pratt Road and from Kile Road to the south to match the existing narrow boulevard near Brauer road. Through the business section between Pratt Road and Kile Road, a five-lane section with enclosed drainage and curb-and-gutter borders would be provided to minimize impacts to adjacent properties. Cost of the preferred alternative is estimated at $53.1 million. POSITIVE IMPACTS: All reconstruction alternatives would provide adequate transportation capacity in the corridor through the year 2020. In addition to easing commuting, the expanded, improved facility would enhance economic development currently occurring along the corridor and reduce the accident rate on M-24. NEGATIVE IMPACTS: Depending on the alternative considered, the project would result in displacement of 16 to 54 residential units, 14 to 22 commercial units, and three to four farm operations. From 7.95 to 9.7 acres of wetlands would be filled. Noise levels would exceed federal standards at numerous sites. All alternatives would affect the Caley and Netzel farms, both of which have historic significance, and would disturb a significant archaeological site. 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 01-0186D, Volume 25, Number 2. JF - EPA number: 020143, Final EIS--89 pages and maps, Draft EIS--112 pages and maps, January 19, 2001 PY - 2001 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-MICH-EIS-00-02-D KW - Archaeological Sites KW - Air Quality Assessments KW - Cost Assessments KW - Cultural Resources KW - Farmlands KW - Floodplains KW - Highways KW - Historic Sites KW - Noise KW - Noise Assessments KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Traffic Analyses KW - Visual Resources KW - Michigan 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 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36380314?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-01-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=RECONSTRUCTION+OF+M-24+FROM+ONE+MILE+NORTH+OF+THE+OAKLAND+COUNTY+LINE+TO+I-69%2C+LAPEER+COUNTY%2C+MICHIGAN.&rft.title=RECONSTRUCTION+OF+M-24+FROM+ONE+MILE+NORTH+OF+THE+OAKLAND+COUNTY+LINE+TO+I-69%2C+LAPEER+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: January 19, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - LOS ANGELES INTERNATIONAL AIRPORT PROPOSED MASTER PLAN IMPROVEMENTS, LOS ANGELES, LOS ANGELES COUNTY, CALIFORNIA (DRAFT SUPPLEMENT TO THE TO THE DRAFT EIS OF JANUARY 2001). AN - 36437654; 10184 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 and 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. This supplement to the draft EIS considers 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 consolidate 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 intermodal transportation center. 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: 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 abstract of the draft EIS, see 01-0103D, Volume 25, Number 2. JF - EPA number: 030309, Volume 1--566 pages and maps, Volume 2--531 pages, Volume 3--389 pages and maps, January 18, 2001 PY - 2001 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Air Quality KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Biologic Assessments KW - Endangered Species (Animals) KW - Historic Sites KW - Historic Sites Surveys KW - Insects KW - Minorities KW - Navigation Aids KW - Noise Assessments 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/36437654?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-01-18&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+%28DRAFT+SUPPLEMENT+TO+THE+TO+THE+DRAFT+EIS+OF+JANUARY+2001%29.&rft.title=LOS+ANGELES+INTERNATIONAL+AIRPORT+PROPOSED+MASTER+PLAN+IMPROVEMENTS%2C+LOS+ANGELES%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA+%28DRAFT+SUPPLEMENT+TO+THE+TO+THE+DRAFT+EIS+OF+JANUARY+2001%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: January 18, 2001 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - LOS ANGELES INTERNATIONAL AIRPORT PROPOSED MASTER PLAN IMPROVEMENTS, LOS ANGELES, LOS ANGELES COUNTY, CALIFORNIA. AN - 36406690; 8347 AB - PURPOSE: The implementation of improvements to the Los Angeles International Airport, located in southwestern 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, are considered in this draft EIS. Under Alternative A, a 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 runway to the south of the airfield complies 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 passenger terminal complex would be constructed at the west end of the airport on Pershing Drive; access to the terminal would be via Interstate Highway 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. Midfield concourses would be constructed and connected to the west terminal and the existing central terminal by an automated people mover. Air cargo facilities would be built on newly-acquired land east of the airport. 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: The project would require the acquisition of 216 acres of land, resulting in the displacement of 84 housing units, 729 hotel rooms, and 239 businesses. Though the total number of persons adversely affected by aircraft noise would decline, receptors currently unaffected by excessive noise levels would be exposed to such adverse noise levels. Future increases in aviation at the airport would have a disproportionate adverse effect 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 would be adversely affected. The construction of navigational aids would adversely affect state-designated sensitive habitats and federally-protected insect and shrimp species. The project would result in the loss of approximately 1.3 acres of federally-protected wetlands. 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). JF - EPA number: 010024, Volume 1--566 pages and maps, Volume 2--531 pages, Volume 3--389 pages and maps, January 18, 2001 PY - 2001 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Air Quality KW - Air Quality Assessments KW - Biologic Assessments KW - Endangered Species (Animals) KW - Historic Sites KW - Insects KW - Minorities KW - Navigation Aids KW - Noise Assessments 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 - Los Angeles International Airport, California KW - Airport and Airway Improvements Act of 1982, as amended, Compliance KW - Department of Transportation Act of 1966, as amended, 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/36406690?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-01-18&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 - Draft. Preparation date: January 18, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - LOS ANGELES INTERNATIONAL AIRPORT PROPOSED MASTER PLAN IMPROVEMENTS, LOS ANGELES, LOS ANGELES COUNTY, CALIFORNIA (DRAFT SUPPLEMENT TO THE TO THE DRAFT EIS OF JANUARY 2001). [Part 1 of 1] T2 - LOS ANGELES INTERNATIONAL AIRPORT PROPOSED MASTER PLAN IMPROVEMENTS, LOS ANGELES, LOS ANGELES COUNTY, CALIFORNIA (DRAFT SUPPLEMENT TO THE TO THE DRAFT EIS OF JANUARY 2001). AN - 36348768; 10184-030309_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 and 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. This supplement to the draft EIS considers 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 consolidate 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 intermodal transportation center. 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: 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 abstract of the draft EIS, see 01-0103D, Volume 25, Number 2. JF - EPA number: 030309, Volume 1--566 pages and maps, Volume 2--531 pages, Volume 3--389 pages and maps, January 18, 2001 PY - 2001 VL - 1 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Air Quality KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Biologic Assessments KW - Endangered Species (Animals) KW - Historic Sites KW - Historic Sites Surveys KW - Insects KW - Minorities KW - Navigation Aids KW - Noise Assessments 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/36348768?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-01-18&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+%28DRAFT+SUPPLEMENT+TO+THE+TO+THE+DRAFT+EIS+OF+JANUARY+2001%29.&rft.title=LOS+ANGELES+INTERNATIONAL+AIRPORT+PROPOSED+MASTER+PLAN+IMPROVEMENTS%2C+LOS+ANGELES%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA+%28DRAFT+SUPPLEMENT+TO+THE+TO+THE+DRAFT+EIS+OF+JANUARY+2001%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: January 18, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TRANSPORTATION IMPROVEMENTS FOR INTERSTATE HIGHWAY 40 CROSSTOWN EXPRESSWAY, OKLAHOMA CITY, OKLAHOMA COUNTY, OKLAHOMA. AN - 36410653; 8341 AB - PURPOSE: The reconstruction and realignment of the Interstate Highway 40 (I-40) Crosstown Expressway from the I-235/I-35 interchange west to Meridian Avenue, located in Oklahoma City in central Oklahoma, is proposed. The study area is bounded by NW 10th Street in the north, SW 15th Street in the south, the I-235/I-35 interchange near Lincoln/Byers in the east, and Meridian Avenue in the west. The I-40 corridor has been identified as a congested roadway with safety and operational defects. Issues include socioeconomics, air quality, traffic noise, land use, historical and cultural resources, and hazardous waste sites. Six alternatives, including a No Action Alternative, are considered in this EIS. Under the proposed action (Alternative D), the 7.2-mile facility would provide a 10-lane interstate highway, including express lanes, on a new alignment approximately 2,200 feet south the existing I-40. The facility would proceed from the I-235/I40 interchange southeast of the Union Pacific tracks, cross over the Metropolitan Area Projects canal to the existing east/west Burlington Northern/Santa Fe Railroad rights-of-way south of Union Station. The roadway section would be semi-depressed to cross under the Burlington Northern /Santa Fe Railroad tracks, which would be perpendicular to the new facility, and cross under the Shields Boulevard bridge to intersect existing Western Avenue at grade. From Western Avenue to west of May Avenue, the alignment would continue at-grade, but would cross under the Exchange Avenue bridge. The I-44/I40 interchange would remain as is, including the I-40 facility from I-44 to Meridian Avenue. Full interchanges would be provided at Shields Boulevard and Western Avenue. A six-lane at-grade boulevard would be constructed within the existing I-40 rights-of-way from east of the Union Pacific tracks at the I-235 interchange to west of Walker Avenue. From west of Walker Avenue to Western Avenue, the existing bridge structure would be maintained and/or reconstructed as required to accommodate local/non-truck traffic. From Western Avenue west to Agnew Avenue, the existing facility would be converted to a divided boulevard. Downtown access would be at Shields Boulevard and Robinson, Western, and Agnew (Villa) avenues. Cross streets would be Shields Boulevard and Robinson, Walker, Western, Exchange, Pennsylvania, Agnew, and May avenues. The I-40 facility, consisting of at-grade and semi-depressed sections, would be designed to accommodate a vehicle speed of 70 miles per hour. A transportation system management alternative, a mass transit alternative, and two alignment alternatives are also under consideration. POSITIVE IMPACTS: The realigned freeway would provide a central city transportation system that would be safe and sensitive to area environmental and community needs. In addition, it would enhance regional economic development and the quality of life for communities and carious economic sectors dependent on transportation in the I-40 corridor. NEGATIVE IMPACTS: Under the proposed action, tights-of-way requirements would result in the displacement of 23 residences, 44 businesses, and one church. Fourteen properties eligible for inclusion on the National Register of Historic Places would be affected. Future traffic noise levels would approach, equal, or exceed federal standards for residential receptors along the new alignment; no noise barriers would be feasible. Though the area is currently in attainment for all federally regulated pollutants, levels of carbon monoxide in the winter and ozone in the summer are of concern. Nine hazardous materials sites would be encountered during construction. Adverse impacts of the project would have disproportionate effects on minority group members and low-income persons. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 010018, 212 pages and maps, January 12, 2001 PY - 2001 KW - Roads and Railroads KW - Agency number: FHWA-OK-EIS-01-(1)-D KW - Air Quality KW - Bridges KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Oklahoma KW - Department of Transportation Act of 1966, as amended, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36410653?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-01-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TRANSPORTATION+IMPROVEMENTS+FOR+INTERSTATE+HIGHWAY+40+CROSSTOWN+EXPRESSWAY%2C+OKLAHOMA+CITY%2C+OKLAHOMA+COUNTY%2C+OKLAHOMA.&rft.title=TRANSPORTATION+IMPROVEMENTS+FOR+INTERSTATE+HIGHWAY+40+CROSSTOWN+EXPRESSWAY%2C+OKLAHOMA+CITY%2C+OKLAHOMA+COUNTY%2C+OKLAHOMA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Oklahoma City, Oklahoma; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: January 12, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - HOOVER DAM BYPASS PROJECT, MOJAVE COUNTY, ARIZONA, AND CLARK COUNTY, NEVADA. AN - 36417482; 8335 AB - PURPOSE: The construction of a US Highway 93 (US 93) bypass of the road crossing the Hoover Dam, located in southeastern Nevada and northwestern Arizona, is proposed. The project would involve the construction of a bridge and highway access facilities to allow for a new crossing of the Colorado River in the vicinity of the Hoover Dam. The project would extend approximately 3.5 miles, lying entirely within federal lands, namely, the Lake Mead National Recreation Area and the Hoover Dam Reservation. Issues include air quality, noise, biological resources, water resources, cultural resources, wetlands, visual resources, recreation resources, socioeconomics, and hazardous materials. Four alternatives, including a No Action Alternative, are considered in this final EIS. The preferred alternative (the Sugarloaf Mountain Alternative) would cross the river about 1,500 feet downstream of the dam, requiring the construction of 2.2 miles of highway approach in Nevada, a 1,900-foot-long bridge, and approximately 1.1 miles of highway approach in Arizona. The Promontory Point Alternative would cross Lake Mead approximately 1,000 feet upstream of the Hoover Dam, requiring the construction of approximately 2.7 miles of highway approach in Nevada, a 2,200-foot-long bridge, and approximately 0.9 mile or highway approach in Arizona. The Gold Strike Canyon Alternative would cross the river approximately one mile downstream of the dam, requiring the construction of approximately 2.2 miles of highway approach in Nevada, a 1,700-foot-long bridge, and 1.1 miles of highway approach in Arizona. The estimated cost of the alternatives ranges from $198 million under the preferred Sugarload Mountain Alternative to $215 million under the Gold Stripe Canyon Alternative. POSITIVE IMPACTS: The project would correct alignment and capacity deficiencies on US 93 and reduce or eliminate truck traffic and through traffic from the Hoover Dam roadway. The reduction of traffic at the Hoover Dam would improve air quality in the area. The bridge would constitute a tourist attraction. NEGATIVE IMPACTS: The rights-of-way requirements under the preferred alternative would disturb 0.3 acres of desert wash habitat, 120 acres of desert tortoise habitat, and 20 acres of desert bighorn sheep habitat. The project could adversely affect peregrine falcon breeding territory. At least 92 acres of federal recreation land would be adversely affected, and construction activities would adversely affect recreational activities within the project corridor. The structures would adversely affect the historic visual setting of the Hoover Dam, a National Historic Landmark. Eight historic sites eligible for or listed on the National Register of Historic Places and traditional cultural property would be adversely affected. One human-made water source would be adversely affected. A storage yard containing contaminated material would be encountered during construction. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 98-0379D, Volume 22, Number 4. JF - EPA number: 010012, Volume I--624 pages and maps, Volume 2--337 pages, January 11, 2001 PY - 2001 KW - Roads and Railroads KW - Agency number: FHWA-AZNV-EIS-98-03-D KW - Birds KW - Biologic Assessments KW - Bridges KW - Cultural Resources KW - Desert Land KW - Endangered Species (Animals) KW - Hazardous Wastes KW - Highways KW - Historic Sites KW - Recreation Resources KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Traffic Analyses KW - Visual Resources KW - Wildlife KW - Wildlife Habitat KW - Arizona KW - Colorado River KW - Lake Mead National Recreation Area KW - Nevada KW - Department of Transportation Act of 1966, as amended, Compliance KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, as amended, Archaeological Sites KW - National Historic Preservation Act of 1966, as amended, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36417482?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=HOOVER+DAM+BYPASS+PROJECT%2C+MOJAVE+COUNTY%2C+ARIZONA%2C+AND+CLARK+COUNTY%2C+NEVADA.&rft.title=HOOVER+DAM+BYPASS+PROJECT%2C+MOJAVE+COUNTY%2C+ARIZONA%2C+AND+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, Lakewood, Colorado; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: January 11, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CONSTRUCTION AND OPERATION OF AN INDEPENDENT SPENT FUEL STORAGE INSTALLATION ON THE RESERVATION OF THE SKULL VALLEY BAND OF GOSHUTE INDIANS AND THE RELATED TRANSPORTATION FACILITY IN TOOELE COUNTY, UTAH (DOCKET NO. 72-22). AN - 36411080; 9136 AB - PURPOSE: Issuance of a license to Private Fuel Storage, L.L.C. (PFS) for the construction and operation of an independent spent fuel storage installation on the reservation of the Skull Valley Ban of Goshute Indians in Skull Valley, Tooele County, Utah is proposed. PFS is owned by eight U.S. power utilities. The 820-acre site of the storage facility would be 27 miles west-southwest of Tooele. Spent nuclear fuel would be transported by rail from existing reactor sites to Skull Valley. The facility would be designed to store 40,000 metric tons of uranium. Dry cask technology, providing for storage of spent fuel inside sealed metal canisters that would be loaded into steel and concrete storage casks to be placed on concrete pads, would be the method of storage. The sytem would employ the Holtec HI-STORM dual-purpose canister based cask system. PFS anticipates the use of as many as 4,000 canisters inside individual storage casks to store the spent fuel. Approximately 25 percent of the storage area would be provided during the first two-year phase of the project. Another 25 percent would be completed during a second phase, and the remainder of the storage area would be completed during the third phase. Ownership, and the ultimate responsibility for the facility, would lie in the hands of the members of PFS. To transport the spent fuel from the existing rail line in Skull Valley to the storage installation, a rail siding and a 32-mile rail line within a 200-foot right-of-way from Skunk Ridge to the reservation would be constructed. The facility would be licensed to operate for up to 20 years, and the license would be open for possible renewal. In addition to the proposed action (Alternative, outlined above, this final EIS considers three action alternatives located on the reservation, a site in Freemont County, Wyoming, and a No Action Alternative. POSITIVE IMPACTS: The availability of the storage facility would allow continued operation of the nuclear reactors owned and operated by the members of PFS by providing a safe and economical means of storing spent reactor fuel. Construction activities would provide employment for 255 persons during peak periods, and the facility would generally contribute to the local economy. NEGATIVE IMPACTS: The facility would displace undeveloped rangeland and constitute a visual intrusion in the area. Approximately 232 acres would be cleared for construction, of which 140 acres would be displaced for the life of the project. The rail line would require initial clearance of 776 acres, of which 155 acres would be cleared for the life of the project. The rail line would cross 32 arroyos. Historic resources of as yet undetermined quality occur within the project area. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Resource Conservation and Recovery Act of 1976 (42 U.S.C. 6901 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 00-0443D, Volume 24, Number 4. JF - EPA number: 020019, Volume 1--927 pages, Volume 2--473 pages, January 11, 2001 PY - 2001 KW - Energy KW - Agency number: NUREG-1714 KW - Historic Sites KW - Indian Reservations KW - Nuclear Fuels KW - Railroads KW - Ranges KW - Site Planning KW - Storage KW - Transportation KW - Transportation Surveys KW - Utah KW - Wyoming KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Nuclear Regulatory Commission, Licensing KW - Resource Conservation and Recovery Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36411080?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CONSTRUCTION+AND+OPERATION+OF+AN+INDEPENDENT+SPENT+FUEL+STORAGE+INSTALLATION+ON+THE+RESERVATION+OF+THE+SKULL+VALLEY+BAND+OF+GOSHUTE+INDIANS+AND+THE+RELATED+TRANSPORTATION+FACILITY+IN+TOOELE+COUNTY%2C+UTAH+%28DOCKET+NO.+72-22%29.&rft.title=CONSTRUCTION+AND+OPERATION+OF+AN+INDEPENDENT+SPENT+FUEL+STORAGE+INSTALLATION+ON+THE+RESERVATION+OF+THE+SKULL+VALLEY+BAND+OF+GOSHUTE+INDIANS+AND+THE+RELATED+TRANSPORTATION+FACILITY+IN+TOOELE+COUNTY%2C+UTAH+%28DOCKET+NO.+72-22%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Nuclear Regulatory Commission, Office of Nuclear Material Safety and Safeguards, Washington, District of Columbia; NUREG N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: January 11, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MILLER HIGHWAY PROJECT (PIN X 103.27), WEST 59TH STREET TO WEST 72ND STREET, NEW YORK COUNTY, NEW YORK. AN - 36408757; 8334 AB - PURPOSE: The relocation of 0.75 mile of Miller Highway between West 59th Street and West 72nd Street, located in New York City in southeastern New York, is proposed. The facility is an elevated, six-lane urban freeway on the Upper West Side of Manhattan. The highway, which is restricted to use by automobiles, with truck and bus use prohibited, is a portion of the southern end of New York State Route 9A (SR 9A). SR 9A begins at the Brooklyn-Battery Tunnel at the southern Tip of Manhattan Island and extends northward 47.5 miles to its merger with US Route 9 in Peekskill in northern Westchester County. The Miller Highway plays a vital role in the regional transportation system, accommodating approximately 137,000 vehicles per day during the week. Three alternatives, including a No Action Alternative, are considered in this final EIS. Either relocation alternative would provide a lane-for-lane replacement of the existing facility such that the highway would continue to provide three lanes in each directions connecting on the south with SR 9A and on the north with the Henry Hudson Parkway (HHP). Alternative A would relocate the highway to an alignment identified in the city-approved plans for Riverside South. The northbound lanes of the roadway would be located under Riverside Boulevard, while the adjacent southbound lanes would be located under Riverside South park, which would be constructed in accordance with city-approved open space plan. Alternative B would relocate the highway through a tunnel under Riverside South Park immediately west of Riverside Boulevard. Under either action alternative, Riverside South Park would be constructed in accordance with the city-approved open space plan, and the highway would be build with one of two profiles. The first profile would pass over a pedestrian underpass located in Riverside Park at West 73rd Street and meet the HHP at West 74th Street. The second profile would pass under the pedestrian underpass and meet the HHP at West 77th Street, allowing for potential development of additional parkland. The preferred alternative would be a modified version of Alternative A that would incorporate a less costly ventilation system. Project completion would require 4.25 years. The estimated cost of the preferred alternative is $178.0 million. POSITIVE IMPACTS: The project would provide safe and efficient transportation along the West Side Highway in the study area, achieve physical compatibility between the highway and surrounding existing and proposed development, and maintain and improve the park environment on the West Side of Manhattan. Unobstructed access to the Hudson River waterfront would be provided to persons not using the highway. NEGATIVE IMPACTS: The minor regrading of Riverside Park, a historically significant site, could be necessary. Any build alternative would eliminate the view of the Hudson River for travelers on the highway. Congestion would increase at one signalized intersection during peak traffic periods. While park areas with noise levels exceeding federal standards would be reduced, approximately 16.9 acres of parkland would continue to be exposed to excessive noise levels. The project would require the excavation of 1.8 million cubic feet of contaminated materials. LEGAL MANDATES: Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.) and Transportation Equity Act for the 21st Century (P.L. 105-178). PRIOR REFERENCES: For the abstract of the draft EIS, see 99-0286D, Volume 23, Number 3. JF - EPA number: 010011, Volume I--289 pages and maps, Volume II--582 pages and maps, Volume 3--501 pages, January 9, 2001 PY - 2001 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-99-2-F KW - Air Quality Assessments KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites Surveys KW - Noise Assessments KW - Noise Standards Violations KW - Open Space KW - Parks KW - Socioeconomic Assessments KW - Traffic Analyses KW - Visual Resources KW - Visual Resources Surveys KW - New York KW - Intermodal Surface Transportation Efficiency Act of 1991, Funding KW - Transportation Equity Act for the 21st Century, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36408757?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-01-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MILLER+HIGHWAY+PROJECT+%28PIN+X+103.27%29%2C+WEST+59TH+STREET+TO+WEST+72ND+STREET%2C+NEW+YORK+COUNTY%2C+NEW+YORK.&rft.title=MILLER+HIGHWAY+PROJECT+%28PIN+X+103.27%29%2C+WEST+59TH+STREET+TO+WEST+72ND+STREET%2C+NEW+YORK+COUNTY%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: January 9, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NORTH-SOUTH EXPRESSWAY, INTERSTATE HIGHWAY 220, LOUISIANA, TO THE ARKANSAS STATE LINE, CADDO PARISH, ARKANSAS. AN - 36414455; 8333 AB - PURPOSE: The construction of a four-lane, divided, fully-controlled-access highway on new alignment between Interstate Highway 220 (I-220) in the city of Shreveport and the Louisiana/Arkansas state line, located in northwestern Louisiana, is proposed. The highway, to be known as the North-South Expressway, would generally parallel US Highway 71 in close proximity to the communities of Shreveport, Blanchard, Mooringsport, Dixie, Oil City, Belcher, Gilliam, Vivian, Hosston, Mira, Rodessa, and Ida. The North-South Expressway would form the southern segment of a congressionally designated High Priority Corridor running from Shreveport to Kansas City, Missouri. These corridors are intended to complement the existing interstate system, integrate regions of the country, improve safety and efficiency of travel and commerce, and promote economic development. Several possible corridors were analyzed and a preferred corridor was identified for this project. The preferred corridor was divided into three sections. Three distinct highway alignments were originally developed within the preferred corridor. Two additional highway alignments were developed. The selected alignment within the preferred corridor is a composite of segments from each of the alignments, where the selected segment has distinct advantages in that particular area. A No Action Alternative is also considered in this final EIS. The facility in the selected alignment would be 36.1 miles in length. The estimated construction and rights-of-way acquisition costs of the facility in the selected alignment are $416.5 million and $36.9 million, respectively. POSITIVE IMPACTS: The project would complete a critical link in the interstate system, facilitate economic growth, provide capacity for the area's growing population, improve traffic safety and emergency response times, improve transportation connectivity, and improve access to medical facilities, other social services, and recreational attractions in the area. NEGATIVE IMPACTS: The rights-of-way requirements for the preferred alternative would result in the displacement of 37 residences, five mobile homes, one business, and three churches as well as the loss of 137 acres of wetlands, 742.4 acres of prime farmland, and 340.5 acres of farmland of local importance. The project would encroach upon 539.7 acres of floodplain land and encounter 40 active oil and gas wells. Traffic-generated noise levels would exceed federal standards at 114 receptor sites. The preferred alignments would pass through 1,208.4 acres of land with high probability of cultural resource sites and traverse four sites potentially containing hazardous waste and three active water wells. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 99-0379D, Volume 23, Number 4. JF - EPA number: 010010, Final EIS--236 pages and maps, Appendix--321 pages and maps, January 8, 2001 PY - 2001 KW - Roads and Railroads KW - Agency number: FHWA-LA-EIS-99-01-D KW - Cultural Resources KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Natural Gas KW - Noise Assessments KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 404(b) Statements KW - Water (Potable) KW - Wells KW - Wetlands KW - Arkansas 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, as amended, 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/36414455?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-01-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTH-SOUTH+EXPRESSWAY%2C+INTERSTATE+HIGHWAY+220%2C+LOUISIANA%2C+TO+THE+ARKANSAS+STATE+LINE%2C+CADDO+PARISH%2C+ARKANSAS.&rft.title=NORTH-SOUTH+EXPRESSWAY%2C+INTERSTATE+HIGHWAY+220%2C+LOUISIANA%2C+TO+THE+ARKANSAS+STATE+LINE%2C+CADDO+PARISH%2C+ARKANSAS.&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 - 2006-05-01 N1 - SuppNotes - Final. Preparation date: January 8, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - 9,000-FOOT FIFTH RUNWAY AND ASSOCIATED PROJECTS, HARTSFIELD ATLANTA INTERNATIONAL AIRPORT, CITY OF ATLANTA, CLAYTON AND FULTON COUNTIES, GEORGIA. AN - 36409582; 8324 AB - PURPOSE: The construction and operation of a 9,000-foot fifth runway at Hartsfield Atlanta International Airport, located in the city of Atlanta in northwestern Georgia, is proposed. The city has determined that the 6,000-foot commuter runway that was approved in 1994 does not provide delay reduction benefits necessary due to increasing traffic volumes and the increasing use of regional flights at the airport. The airport currently has inadequate airfield capacity to accommodate existing and projected activity levels during peak periods, creating high delay levels. These delay levels would increase exponentially over time without major improvements to the airfield. A Federal Aviation Administration analysis of departure and arrival delays at the airport determined that to maximize the facility's ability to serve the local Atlanta air travel market, as well as to maintain the airport as a connecting hub, five air carrier runways are essential to accommodate existing and forecast activity during peak periods in all weather conditions. Currently, the airport has only four such runways. Ten alternatives, including a No Action Alternative, are considered in this draft EIS. All but four alternatives, including the No Action Alternative, were rejected as inappropriate. The proposed action would involve the construction of a 9,000-foot-long, 150-foot-wide runway and associated taxiway improvements. The runway would be laterally separated from Runway 9R/27L by 4,200 feet and shifted approximately 1,900 feet to the east of the previously approved runway by a 100-foot-wide fifth runway. The runway and taxiway improvements would require the installation of lighting and navigational aids, airspace modifications, and the implementation of approach and departure procedures. Taxiway improvements would include the construction of a bridge over Interstate Highway 285. POSITIVE IMPACTS: The runway would reduce delay during unusual visual and meteorological conditions and under meteorological conditions requiring instrument landings. Sufficient airfield capacity would be provided to accommodate most aircraft types during all weather conditions through 2010. Four critical components of delay would be addressed by the project, specifically, the reduction in arrival delay by the provision of additional independent approach capability, the reduction of departure delay through a decrease in the dependency between departure runways in poor visibility conditions, the reduction in delay through the provision of an enhanced airfield to serve all air carrier aircraft under all weather conditions, and the reduction in delay through the maintenance of existing and future hub activity at the airport. The number of residents adversely affected by aircraft noise would decline, as would the extent of incompatible land use. Air quality within the vicinity of the airport would improve. NEGATIVE IMPACTS: The area adversely affected by noise of at least 65 decibels would increase by approximately 2.2 miles, to near a 30-mile distance from the airport. The project would require the displacement of up to 2,184 residences, and a disproportionate number of these would involve minority residents. Up to 256 businesses would also be displaced. Construction and related activities would result in the loss of up to 197 acres of forest and up to 9.8 acres of wetlands. The project would require the alteration of up to 7,805 linear feet of stream and up to 74 acres of floodplain land. Construction activities would encounter up to 60 hazardous waste sites. Road and street realignments would be required. Runoff from impervious surfaces would increase by up to 52 percent, adversely affecting water quality in receiving streams. Up to four historic and/or archaeological resources would be adversely affected. Some of the alternatives would result in the temporary rerouting of Interstate Highway 285 traffic as well as temporary noise and dust. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Land and Water Conservation Fund Act (33 U.S.C. 1251), National Historic Preservation Act of 1966, as amended (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: 010001, 567 pages, January 2, 2001 PY - 2001 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Archaeological Sites KW - Bridges KW - Creeks KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Historic Sites KW - Navigation Aids KW - Relocations-Property Acquisitions KW - Rivers KW - Weather KW - Wetlands KW - Wildlife Habitat KW - Georgia KW - Hartsfield Atlanta International Airport, Georgia KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Land and Water Conservation Fund Act, Section 6(f) Involvement KW - National Historic Preservation Act of 1966, as amended, 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/36409582?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-01-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=9%2C000-FOOT+FIFTH+RUNWAY+AND+ASSOCIATED+PROJECTS%2C+HARTSFIELD+ATLANTA+INTERNATIONAL+AIRPORT%2C+CITY+OF+ATLANTA%2C+CLAYTON+AND+FULTON+COUNTIES%2C+GEORGIA.&rft.title=9%2C000-FOOT+FIFTH+RUNWAY+AND+ASSOCIATED+PROJECTS%2C+HARTSFIELD+ATLANTA+INTERNATIONAL+AIRPORT%2C+CITY+OF+ATLANTA%2C+CLAYTON+AND+FULTON+COUNTIES%2C+GEORGIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, College Park, Georgia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: January 2, 2001 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - Deglaciation of the Gulf of Maine AN - 52146357; 2002-011001 AB - High-resolution seismic stratigraphy, sedimentology, and micropaleontology of accelerator mass spectrometer (AMS) radiocarbon-dated piston cores showed that deglaciation started very early in the Gulf of Maine. Glaciomarine deposition began as early as 18 ka in the southeastern gulf (Georges Basin) and reached the present coastline about 14 ka. The retreat of the ice margin occurred in a sequence of distinct steps. (1) Marine water entered the basin beneath the ice, creating an ice shelf. (2) This ice shelf remained stable as long as its frontal edge was buttressed against sills or ledges. (3) Once thinning and calving freed the ice edge from its support, it calved back quickly until the next sill was reached. In this fashion, the ice retreated from basin to basin until shallow water and the coastline was reached. Following the collapse of an ice shelf over a basin, the initial marine environment there was one of thick, year-round sea ice and of icebergs, prohibiting surface productivity. This year-round sea-ice phase was followed by a phase of brief summer open water during which an arctic flora developed. Further ice retreat and increasing warming led to lengthier periods of summer ice-free conditions, and with upwelling of nutrient-rich water, highly productive surface conditions prevailed. This sequence of events can be traced in the sedimentary record laterally from the southeast to the northeast, and vertically within each basin. JF - Special Paper - Geological Society of America AU - Schnitker, Detmar AU - Belknap, Daniel F AU - Bacchus, Tania S AU - Friez, Julie K AU - Lusardi, Barbara A AU - Popek, Daniel M A2 - Weddle, Thomas K. A2 - Retelle, Michael J. Y1 - 2001 PY - 2001 DA - 2001 SP - 9 EP - 34 PB - Geological Society of America (GSA), Boulder, CO VL - 351 SN - 0072-1077, 0072-1077 KW - United States KW - glaciomarine sedimentation KW - Quaternary KW - glaciation KW - sedimentation KW - paleogeography KW - paleoclimatology KW - marine sedimentation KW - deglaciation KW - Cenozoic KW - upper Quaternary KW - glacial sedimentation KW - glacial geology KW - North Atlantic KW - Maine KW - Gulf of Maine KW - Atlantic Ocean KW - 24:Quaternary geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/52146357?accountid=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=Special+Paper+-+Geological+Society+of+America&rft.atitle=Deglaciation+of+the+Gulf+of+Maine&rft.au=Schnitker%2C+Detmar%3BBelknap%2C+Daniel+F%3BBacchus%2C+Tania+S%3BFriez%2C+Julie+K%3BLusardi%2C+Barbara+A%3BPopek%2C+Daniel+M&rft.aulast=Schnitker&rft.aufirst=Detmar&rft.date=2001-01-01&rft.volume=351&rft.issue=&rft.spage=9&rft.isbn=0813723515&rft.btitle=&rft.title=Special+Paper+-+Geological+Society+of+America&rft.issn=00721077&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - Geological Society of America, Northeastern Section, 33rd annual meeting N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2002-01-01 N1 - Number of references - 80 N1 - PubXState - CO N1 - Document feature - illus. incl. 2 tables, geol. sketch maps N1 - Last updated - 2012-06-07 N1 - CODEN - GSAPAZ N1 - SubjectsTermNotLitGenreText - Atlantic Ocean; Cenozoic; deglaciation; glacial geology; glacial sedimentation; glaciation; glaciomarine sedimentation; Gulf of Maine; Maine; marine sedimentation; North Atlantic; paleoclimatology; paleogeography; Quaternary; sedimentation; United States; upper Quaternary ER - TY - JOUR T1 - A model for creating interactive geologic maps, to be used for the design of transportation systems AN - 52135117; 2002-021843 AB - Knowledge of surface and subsurface geology is fundamental to the planning and development of new or modified transportation systems, as well as other land use issues. Toward this end, we have compiled GIS databases for two locales. The first consists of critical geologic, cartographic, environmental, and cultural data along a transportation corridor in southern Rhode Island that includes spatially defined themes, largely obtained from the RI GIS database, which can be overlaid on-screen or in printed format to show geographic distribution of the diverse types of data. The second is centered about Providence. A key feature of both is the inclusion of subsurface information from bore holes in the region, the result of a cooperative program with RIDOT and others that provided access to most boring logs. We have developed a protocol for the inclusion of borehole data that permits the conversion of disparate types of logs into an internally consistent data set, that may be used to construct cross sections, isopach maps of sand and gravel thickness, etc. Geologic data include bedrock geology, surface outcrop, surficial deposits, soil type, topographic and orthophotographic base maps, and location of ground-water wells and boreholes. Subsurface geologic and hydrologic data associated with the site-specific wells and boreholes are an integral component of the database including land-surface elevation, depth to water table, depth to bedrock, and material properties, all invaluable for transportation planning. This interactive database is available in two user-friendly formats: 1) CD-ROM with an attached simplified viewer (Explorer); and 2) a website in which the database can be queried and downloaded in a variety of GIS formats. The database is structured to easily incorporate new data as it is acquired, thus providing condensed, easily accessed information essential to transportation planning. In addition to transportation applications, the spatial data is of interest to a broader audience, including state agencies dealing with environmental management and planning issues, town planners, conservation and environmental groups, and concerned citizens. JF - Abstracts with Programs - Geological Society of America AU - Hermes, O Don AU - Boothroyd, Jon C AU - Hamidzada, Nasir A AU - Murray, Daniel P AU - Veeger, Anne I AU - Sherrill, Michael AU - Anonymous Y1 - 2001 PY - 2001 DA - 2001 SP - 175 PB - Geological Society of America (GSA), Boulder, CO VL - 33 IS - 6 SN - 0016-7592, 0016-7592 KW - models KW - geographic information systems KW - cartography KW - data processing KW - data bases KW - information systems KW - transportation KW - information management KW - construction KW - design KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/52135117?accountid=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=A+model+for+creating+interactive+geologic+maps%2C+to+be+used+for+the+design+of+transportation+systems&rft.au=Hermes%2C+O+Don%3BBoothroyd%2C+Jon+C%3BHamidzada%2C+Nasir+A%3BMurray%2C+Daniel+P%3BVeeger%2C+Anne+I%3BSherrill%2C+Michael%3BAnonymous&rft.aulast=Hermes&rft.aufirst=O&rft.date=2001-01-01&rft.volume=33&rft.issue=6&rft.spage=175&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, 2001 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 - 2002-01-01 N1 - PubXState - CO N1 - Last updated - 2012-06-07 N1 - CODEN - GAAPBC N1 - SubjectsTermNotLitGenreText - cartography; construction; data bases; data processing; design; geographic information systems; information management; information systems; models; transportation ER - TY - JOUR T1 - Electrical density gauge AN - 52054141; 2002-078015 AB - The paper will present the mathematics as well as the form and function of applying new geophysical engineering equipment, the Electrical Density Gauge (EDG), for geotechnical engineering application, such as building and highway foundation analysis. In 1992 the Dennis M. Anderson and William J. Ehni, theorized that the relationship between soil electrical resistivity and geotechnical engineering could be developed for applications in soil engineering. The paper provides a systematic approach to investigating soil electrical properties, setting geo-electric constants for a test specimen, and then using the observed electrical properties of an undisturbed, in-situ soil specimen to calculate the in-situ density of the soil that is under test. The EDGE equipment and electronics have been designed and built to meet the geotechnical industry needs. Mr. John Lundstrom, Electrical Engineer is the primary electronic designer and manufacturer of the EDG. The EDG uses solid state electronics on a printed circuit board so that the instrument will be field durable for the construction industry. The electronics in the EDG are contained in a durable high-density plastic case that is 14 inches by 10 inches by 7 inches. Rechargeable batteries power the EDG. It has a 386 micro-chip-processor, an alphanumeric keypad, and a liquid crystal display (LCD) read out. The EDG comes equipped with a set of standard tools for setting the soil material electrical constant and a standard probe for field investigations. The first generation commercial instrument will be capable of measuring in-situ density and moisture. The EDG operator makes the field measurements. Then internal math processors will perform the analytical analysis, and present the operator with the in-situ density data for the test site. The lightweight, compact size, durability, and non-nuclear character of the EDG will allow the user to easily transport and use the instrument on construction sites domestically and worldwide. JF - Proceedings of the Symposium on Engineering Geology and Geotechnical Engineering AU - Anderson, Dennis M AU - Ehni, William J AU - Lundstrom, John A2 - Luke, Barbara A. A2 - Jacobson, Elizabeth A. A2 - Werle, James L. Y1 - 2001 PY - 2001 DA - 2001 SP - 765 EP - 775 PB - [publisher varies], [location varies] VL - 36 KW - soil mechanics KW - physical properties KW - foundations KW - electrical properties KW - Archie's law KW - electrical density gauges KW - buildings KW - porosity KW - instruments KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/52054141?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Proceedings+of+the+Symposium+on+Engineering+Geology+and+Geotechnical+Engineering&rft.atitle=Electrical+density+gauge&rft.au=Anderson%2C+Dennis+M%3BEhni%2C+William+J%3BLundstrom%2C+John&rft.aulast=Anderson&rft.aufirst=Dennis&rft.date=2001-01-01&rft.volume=36&rft.issue=&rft.spage=765&rft.isbn=&rft.btitle=&rft.title=Proceedings+of+the+Symposium+on+Engineering+Geology+and+Geotechnical+Engineering&rft.issn=&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - 36th symposium of Engineering geology and geotechnical engineering N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2002-01-01 N1 - Number of references - 11 N1 - Document feature - illus. N1 - Last updated - 2012-06-07 N1 - CODEN - #02957 N1 - SubjectsTermNotLitGenreText - Archie's law; buildings; electrical density gauges; electrical properties; foundations; instruments; physical properties; porosity; soil mechanics ER - TY - JOUR T1 - Modeling pile lateral response in weathered rock AN - 52053328; 2002-078001 AB - At present, the information available to model laterally loaded weathered rock-pile interaction is very limited. The formulation of the p-y curve (i.e. the modulus of subgrade reaction) in weathered rock is the key issue. However, the p-y curve published recently and available in the literature (Reese 1997) has some limitations and should be modified. This paper presents a method by which a manual p-y curve in weathered rock is constructed using Reese (1997) methodology and modified relative to certain basic concepts. The p-y curve suggested can be utilized to assess the lateral response of pile/shaft in weathered rock. In addition, this paper presents an alternate procedure to assess the nonlinear modulus of subgrade reaction, E (sub s) , (i.e. the p-y curve) in weathered rock. This procedure is employed in the Strain Wedge Model analysis (SWM) for laterally loaded pile/shaft. Some case studies are discussed in this paper to show comparisons among the different procedures available. JF - Proceedings of the Symposium on Engineering Geology and Geotechnical Engineering AU - Ashour, Mohamed AU - Norris, Gary AU - Bowman, Steve D AU - Beeston, Harold E AU - Pilling, Patrick AU - Shamabadi, Anoosh A2 - Luke, Barbara A. A2 - Jacobson, Elizabeth A. A2 - Werle, James L. Y1 - 2001 PY - 2001 DA - 2001 SP - 639 EP - 649 PB - [publisher varies], [location varies] VL - 36 KW - models KW - strain KW - weathered materials KW - stress KW - piles KW - elastic constants KW - compressive strength KW - triaxial tests KW - Young's modulus KW - rock mechanics KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/52053328?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Proceedings+of+the+Symposium+on+Engineering+Geology+and+Geotechnical+Engineering&rft.atitle=Modeling+pile+lateral+response+in+weathered+rock&rft.au=Ashour%2C+Mohamed%3BNorris%2C+Gary%3BBowman%2C+Steve+D%3BBeeston%2C+Harold+E%3BPilling%2C+Patrick%3BShamabadi%2C+Anoosh&rft.aulast=Ashour&rft.aufirst=Mohamed&rft.date=2001-01-01&rft.volume=36&rft.issue=&rft.spage=639&rft.isbn=&rft.btitle=&rft.title=Proceedings+of+the+Symposium+on+Engineering+Geology+and+Geotechnical+Engineering&rft.issn=&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - 36th symposium of Engineering geology and geotechnical engineering N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2002-01-01 N1 - Number of references - 18 N1 - Document feature - illus. N1 - Last updated - 2012-06-07 N1 - CODEN - #02957 N1 - SubjectsTermNotLitGenreText - compressive strength; elastic constants; models; piles; rock mechanics; strain; stress; triaxial tests; weathered materials; Young's modulus ER - TY - JOUR T1 - Analysis of erosion processes downstream of spillways in large dams AN - 51932315; 2003-071422 JF - Proceedings - Symposium on Rock Mechanics AU - Simoes, Gustavo Ferreira AU - Vargas, Euripedes do Amaral, Jr A2 - Elsworth, Derek A2 - Tinucci, John P. A2 - Heasley, Keith A. Y1 - 2001 PY - 2001 DA - 2001 SP - 959 EP - 966 PB - A.A. Balkema, [location varies] VL - 38, Vol. 2 SN - 0586-3031, 0586-3031 KW - processes KW - fractures KW - South America KW - erosion KW - Tucurui Dam KW - Brazil KW - dams KW - spillways KW - construction KW - design KW - rock mechanics KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51932315?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Proceedings+-+Symposium+on+Rock+Mechanics&rft.atitle=Analysis+of+erosion+processes+downstream+of+spillways+in+large+dams&rft.au=Simoes%2C+Gustavo+Ferreira%3BVargas%2C+Euripedes+do+Amaral%2C+Jr&rft.aulast=Simoes&rft.aufirst=Gustavo&rft.date=2001-01-01&rft.volume=38%2C+Vol.+2&rft.issue=&rft.spage=959&rft.isbn=9026518374&rft.btitle=&rft.title=Proceedings+-+Symposium+on+Rock+Mechanics&rft.issn=05863031&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - 38th U.S. rock mechanics symposium, DC rocks 2001 N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2003-01-01 N1 - Number of references - 23 N1 - Document feature - illus. N1 - Last updated - 2012-06-07 N1 - CODEN - PSRMA6 N1 - SubjectsTermNotLitGenreText - Brazil; construction; dams; design; erosion; fractures; processes; rock mechanics; South America; spillways; Tucurui Dam ER - TY - JOUR T1 - The role of potassium hygric cycling in delayed ettringite formation AN - 51367298; 2007-113132 JF - LPI Contribution AU - Livingston, R A AU - Anonymous Y1 - 2001 PY - 2001 DA - 2001 EP - abstract no. 3617 PB - Lunar and Planetary Institute, Houston, TX SN - 0161-5297, 0161-5297 KW - ettringite KW - humidity KW - sulfates KW - secondary minerals KW - metals KW - cement materials KW - potassium KW - alkali metals KW - porosity KW - construction materials KW - concrete KW - 01C:Mineralogy of non-silicates UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51367298?accountid=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=LPI+Contribution&rft.atitle=The+role+of+potassium+hygric+cycling+in+delayed+ettringite+formation&rft.au=Livingston%2C+R+A%3BAnonymous&rft.aulast=Livingston&rft.aufirst=R&rft.date=2001-01-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=LPI+Contribution&rft.issn=01615297&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - Eleventh annual V. M. Goldschmidt conference N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2007-01-01 N1 - Number of references - 4 N1 - PubXState - TX N1 - Document feature - illus. N1 - Last updated - 2012-06-07 N1 - CODEN - LPCODB N1 - SubjectsTermNotLitGenreText - alkali metals; cement materials; concrete; construction materials; ettringite; humidity; metals; porosity; potassium; secondary minerals; sulfates ER - TY - JOUR T1 - Aqueous geochemistry of acid rain attack on bronze monuments at Gettysburg National Military Park AN - 51366310; 2007-113140 JF - LPI Contribution AU - Livingston, R A AU - Anonymous Y1 - 2001 PY - 2001 DA - 2001 EP - abstract no. 3466 PB - Lunar and Planetary Institute, Houston, TX SN - 0161-5297, 0161-5297 KW - United States KW - solute transport KW - chemical weathering KW - copper KW - art KW - damage KW - national parks KW - atmospheric precipitation KW - aqueous solutions KW - Gettysburg Pennsylvania KW - public lands KW - weathering KW - acid rain KW - national monuments KW - Adams County Pennsylvania KW - metals KW - Pennsylvania KW - mobility KW - rain KW - pH KW - 22:Environmental geology KW - 02A:General geochemistry UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51366310?accountid=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=LPI+Contribution&rft.atitle=Aqueous+geochemistry+of+acid+rain+attack+on+bronze+monuments+at+Gettysburg+National+Military+Park&rft.au=Livingston%2C+R+A%3BAnonymous&rft.aulast=Livingston&rft.aufirst=R&rft.date=2001-01-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=LPI+Contribution&rft.issn=01615297&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - Eleventh annual V. M. Goldschmidt conference N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2007-01-01 N1 - Number of references - 8 N1 - PubXState - TX N1 - Document feature - illus. N1 - Last updated - 2012-06-07 N1 - CODEN - LPCODB N1 - SubjectsTermNotLitGenreText - acid rain; Adams County Pennsylvania; aqueous solutions; art; atmospheric precipitation; chemical weathering; copper; damage; Gettysburg Pennsylvania; metals; mobility; national monuments; national parks; Pennsylvania; pH; public lands; rain; solute transport; United States; weathering ER - TY - JOUR T1 - Engineering geology studies for the new east span of the San Francisco-Oakland Bay Bridge, San Francisco and Alameda counties, California AN - 51348807; 2007-122794 AB - The new east span of the San Francisco-Oakland Bay Bridge (SFOBB) will cross the portion of San Francisco Bay between Yerba Buena Island and Oakland, California, parallel to the existing bridge. The new bridge span will be 3.4 kilometers long and will become the eastern portion of the SFOBB that connects San Francisco to Oakland. Between 1994 and 1996, the California Department of Transportation (Caltrans) conducted geological engineering studies for the proposed San Francisco-Oakland East Span Seismic Safety Project as part of the seismic retrofit program in response to damage, and lessons learned, from the Loma Prieta earthquake of 1989. Subsequent to the 1997 decision to replace the SFOBB East Span, Fugro-Earth Mechanics (FEM; a joint venture of Fugro West and Earth Mechanics) was retained by Caltrans to perform an areal geological study as part of the selection process for bridge alignment and structure type. The geologic study consisted of two phases; a Phase I site characterization, and a Phase II design level study that included pier-specific subsurface exploration and geotechnical evaluation. These geologic studies have provided a detailed view of the stratigraphic units and young sediments along the alignment of the east span of the San Francisco-Oakland Bay Bridge. JF - Cryofront AU - Buell, Reid L AU - McNeilan, Thomas AU - Prentice, Craig D A2 - Ferriz, Horacio A2 - Anderson, Robert Y1 - 2001 PY - 2001 DA - 2001 SP - 417 EP - 429 PB - Ken Johnson VL - 12 KW - United States KW - site exploration KW - Alameda County California KW - California KW - San Francisco County California KW - engineering geology KW - San Francisco Bay KW - piers KW - sediments KW - stratigraphic units KW - aseismic design KW - bridges KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51348807?accountid=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=Cryofront&rft.atitle=Engineering+geology+studies+for+the+new+east+span+of+the+San+Francisco-Oakland+Bay+Bridge%2C+San+Francisco+and+Alameda+counties%2C+California&rft.au=Buell%2C+Reid+L%3BMcNeilan%2C+Thomas%3BPrentice%2C+Craig+D&rft.aulast=Buell&rft.aufirst=Reid&rft.date=2001-01-01&rft.volume=12&rft.issue=&rft.spage=417&rft.isbn=0972338802&rft.btitle=&rft.title=Cryofront&rft.issn=&rft_id=info:doi/ L2 - http://www.members.shaw.ca/cryofront/cryofront.htm LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2007-01-01 N1 - Number of references - 17 N1 - Document feature - illus. incl. sects., sketch maps N1 - Last updated - 2012-06-07 N1 - CODEN - #06147 N1 - SubjectsTermNotLitGenreText - Alameda County California; aseismic design; bridges; California; engineering geology; piers; San Francisco Bay; San Francisco County California; sediments; site exploration; stratigraphic units; United States ER - TY - JOUR T1 - Instrumentation for slope monitoring AN - 51348709; 2007-122772 AB - Remote monitoring of slope movement using electronic instrumentation can be an effective approach for many unstable or potentially unstable slopes. Water levels can be observed using vibrating wire piezometers. Movements and deformation can be determined with "in-place" electrolytic bubble inclinometers and tiltmeters, extensometers, and time domain reflectometry (TDR). All of these instruments can be attached to a programmed on-site datalogger. If pre-determined movement thresholds are exceeded, the datalogger can collect readings at selected time intervals and trigger an alarm or initiate a telephone message or page. These systems are self-contained using cellular telephone communications and batteries charged by solar panels. Five case studies in Central and Northern California illustrate the use and flexibility of this technology in monitoring slope stability problems. In the first two, TDR is used as a field method to determine the depth to slide planes and determine the extent of the landslide. The other three case studies use a variety of instrumentation installed on-site and monitored remotely using dataloggers. Two studies used the datalogger to trigger an alarm to notify personnel of significant slope movement. JF - Cryofront AU - Kane, William F AU - Beck, Timothy J A2 - Ferriz, Horacio A2 - Anderson, Robert Y1 - 2001 PY - 2001 DA - 2001 SP - 135 EP - 144 PB - Ken Johnson VL - 12 KW - United States KW - monitoring KW - inclinometers KW - Central California KW - tiltmeters KW - geophysical methods KW - electrical methods KW - data processing KW - extensometers KW - case studies KW - California KW - landslides KW - mass movements KW - slope stability KW - Northern California KW - time domain reflectometry KW - instruments KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51348709?accountid=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=Cryofront&rft.atitle=Instrumentation+for+slope+monitoring&rft.au=Kane%2C+William+F%3BBeck%2C+Timothy+J&rft.aulast=Kane&rft.aufirst=William&rft.date=2001-01-01&rft.volume=12&rft.issue=&rft.spage=135&rft.isbn=0972338802&rft.btitle=&rft.title=Cryofront&rft.issn=&rft_id=info:doi/ L2 - http://www.members.shaw.ca/cryofront/cryofront.htm LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2007-01-01 N1 - Number of references - 20 N1 - Document feature - illus. incl. sect., sketch map N1 - Last updated - 2012-06-07 N1 - CODEN - #06147 N1 - SubjectsTermNotLitGenreText - California; case studies; Central California; data processing; electrical methods; extensometers; geophysical methods; inclinometers; instruments; landslides; mass movements; monitoring; Northern California; slope stability; tiltmeters; time domain reflectometry; United States ER - TY - JOUR T1 - Introduction to the landslides section AN - 51346453; 2007-122764 JF - Cryofront AU - van Velsor, Joan E A2 - Ferriz, Horacio A2 - Anderson, Robert Y1 - 2001 PY - 2001 DA - 2001 SP - 49 EP - 50 PB - Ken Johnson VL - 12 KW - United States KW - failures KW - monitoring KW - cartography KW - digital terrain models KW - case studies KW - California KW - landslides KW - geographic information systems KW - planning KW - mass movements KW - information systems KW - slope stability KW - land use KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51346453?accountid=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=Cryofront&rft.atitle=Introduction+to+the+landslides+section&rft.au=van+Velsor%2C+Joan+E&rft.aulast=van+Velsor&rft.aufirst=Joan&rft.date=2001-01-01&rft.volume=12&rft.issue=&rft.spage=49&rft.isbn=0972338802&rft.btitle=&rft.title=Cryofront&rft.issn=&rft_id=info:doi/ L2 - http://www.members.shaw.ca/cryofront/cryofront.htm LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2007-01-01 N1 - Number of references - 10 N1 - Last updated - 2012-06-07 N1 - CODEN - #06147 N1 - SubjectsTermNotLitGenreText - California; cartography; case studies; digital terrain models; failures; geographic information systems; information systems; land use; landslides; mass movements; monitoring; planning; slope stability; United States ER - TY - JOUR T1 - Engineering geology in the public eye; Devil's Slide AN - 50266636; 2007-122771 JF - Cryofront AU - van Velsor, Joan A2 - Ferriz, Horacio A2 - Anderson, Robert Y1 - 2001 PY - 2001 DA - 2001 SP - 123 EP - 133 PB - Ken Johnson VL - 12 KW - United States KW - bedrock KW - public awareness KW - Cretaceous KW - damage KW - Paleogene KW - Mesozoic KW - Cenozoic KW - California KW - landslides KW - Tertiary KW - sedimentary rocks KW - railroads KW - Devil's Slide KW - Paleocene KW - mass movements KW - slope stability KW - construction KW - San Mateo County California KW - roads KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50266636?accountid=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=Cryofront&rft.atitle=Engineering+geology+in+the+public+eye%3B+Devil%27s+Slide&rft.au=van+Velsor%2C+Joan&rft.aulast=van+Velsor&rft.aufirst=Joan&rft.date=2001-01-01&rft.volume=12&rft.issue=&rft.spage=123&rft.isbn=0972338802&rft.btitle=&rft.title=Cryofront&rft.issn=&rft_id=info:doi/ L2 - www.dot.ca.gov/dist4/dslide www.tunnel.org www.montara.com/ www.dot.ca.gov/dist4/dslide/dsdeis.html http://www.members.shaw.ca/cryofront/cryofront.htm LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2007-01-01 N1 - Number of references - 6 N1 - Document feature - illus. incl. sketch map N1 - Last updated - 2012-06-07 N1 - CODEN - #06147 N1 - SubjectsTermNotLitGenreText - bedrock; California; Cenozoic; construction; Cretaceous; damage; Devil's Slide; landslides; mass movements; Mesozoic; Paleocene; Paleogene; public awareness; railroads; roads; San Mateo County California; sedimentary rocks; slope stability; Tertiary; United States ER - TY - RPRT T1 - Sedimentation History of Waimaluhia Reservoir during Highway Construction, Oahu, Hawaii, 1983-98 AN - 18907159; 5277256 AB - The purpose of this report is to document rates of observed sediment deposition in Waimaluhia Reservoir during construction of the H-3 Highway. This report describes the volume, mass, and distribution of sediments deposited in Waimaluhia Reservoir between 1983 and 1998 as calculated from bathymetric surveys, bottom sediment sampling, and suspended-sediment data. JF - Report Number: USGS /WRI-01-4001 AU - Wong, M Y1 - 2001///0, PY - 2001 DA - 0, 2001 SP - 32 KW - Water Resources Abstracts; Aqualine Abstracts KW - PB2001104825 KW - USA, Hawaii KW - Construction KW - Surveys KW - Bottom Sediments KW - History KW - Distribution KW - Deposition KW - Sampling KW - Sedimentation KW - Reservoirs KW - Highways KW - SW 0870:Erosion and sedimentation KW - AQ 00002:Water Quality UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/18907159?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Aqualine&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=Wong%2C+M&rft.aulast=Wong&rft.aufirst=M&rft.date=2001-01-01&rft.volume=&rft.issue=&rft.spage=32&rft.isbn=&rft.btitle=Sedimentation+History+of+Waimaluhia+Reservoir+during+Highway+Construction%2C+Oahu%2C+Hawaii%2C+1983-98&rft.title=Sedimentation+History+of+Waimaluhia+Reservoir+during+Highway+Construction%2C+Oahu%2C+Hawaii%2C+1983-98&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - SuppNotes - Available from NTIS: 1-800-553-NTIS (USA); (703)605-6000 (other countries); fax at (703)605-6900; orders[at]ntis.gov. NTIS Prices: PC A04/MF A01 N1 - Last updated - 2016-12-21 ER - TY - JOUR T1 - Retrospective and Prospective Validity of Aircraft Accident Risk Indicators AN - 18328967; 5379937 AB - Data from a national survey of pilots were used to examine the validity of measures for the prediction of aviation accidents that had occurred prior to the survey (retrospective analysis) and accidents that occurred after the survey (prospective analysis). Separate retrospective and prospective analyses were conducted, and 45 measures from the survey were found to be associated significantly with accident involvement in the retrospective analysis. However, only 13 of those 45 measures achieved significance in the prospective analysis. Most of the measures found to be significantly related to accident involvement concerned aviation exposure; the remaining measures related to pilots' perceived and actual level of caution. The study is unique in its use of a cohort design for the examination of aircraft accident risk prospectively, and the results suggest the need for caution in the interpretation of retrospective analyses in this research domain. Actual or potential applications of this research include the design of aviation safety programs and the design or interpretation of studies that address indicators of aircraft accident risk. JF - Human Factors AU - Hunter AD - Federal Aviation Administration, Washington, D.C., USA Y1 - 2001 PY - 2001 DA - 2001 SP - 509 EP - 518 VL - 43 IS - 4 SN - 0018-7208, 0018-7208 KW - Risk Abstracts; Health & Safety Science Abstracts KW - Risk assessment KW - Safety KW - Accidents KW - Aircraft KW - R2 23020:Technological risks KW - H 2000:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/18328967?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ariskabstracts&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Human+Factors&rft.atitle=Retrospective+and+Prospective+Validity+of+Aircraft+Accident+Risk+Indicators&rft.au=Hunter&rft.aulast=Hunter&rft.aufirst=&rft.date=2001-01-01&rft.volume=43&rft.issue=4&rft.spage=509&rft.isbn=&rft.btitle=&rft.title=Human+Factors&rft.issn=00187208&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2006-11-01 N1 - Last updated - 2011-12-13 N1 - SubjectsTermNotLitGenreText - Aircraft; Accidents; Safety; Risk assessment ER - TY - JOUR T1 - An Error Assessment of Vector Data Derived from Scanned National Ocean Service Topographic Sheets AN - 18203151; 5274411 AB - The National Oceanic and Atmospheric Administration, National Ocean Service (NOS) has undertaken a data-rescue project to convert historical topographic sheets (T-sheets) from paper or cloth to a digital format. The original maps have been scanned and saved as raster images. These images have been registered and the line work vectorized using heads-up digitizing methods to obtain X, Y coordinate pairs that delineate the location of the shorelines depicted on the original maps. A methodology is described here for obtaining error estimates for the derived vector data. The error assessment methodology uses the coordinates obtained for survey stations digitized from the scanned T-sheets and compares these coordinates to those published by the National Geodetic Survey. Differences between published coordinates for survey stations and those measured from the T-sheets have been calculated and descriptive statistics obtained. In southwest Washington and northwest Oregon the mean error for 1926/27 and 1950-era T-sheets is plus or minus 3 m for 1:10,000 scale sheets and plus or minus 6 m for 1:20,000 scale sheets. JF - Journal of Coastal Research AU - Daniels, R C AU - Huxford, R H AD - Department of Transportation Information Technology, P.O. Box 47340, Olympia, WA 98504-7430, USA, danielri@wsdot.wa.gov Y1 - 2001///0, PY - 2001 DA - 0, 2001 SP - 611 EP - 619 VL - 17 IS - 3 SN - 0749-0208, 0749-0208 KW - USA, Oregon KW - USA, Washington KW - Oceanic Abstracts; ASFA 2: Ocean Technology Policy & Non-Living Resources; Water Resources Abstracts KW - Marine KW - Information retrieval KW - Shores KW - Surveys KW - Image processing KW - INE, USA, Washington KW - Errors KW - Maps KW - INE, USA, Oregon KW - Data Acquisition KW - Coastal morphology KW - Data Processing KW - Cartography KW - Geography KW - Coasts KW - Topography KW - SW 5080:Evaluation, processing and publication KW - O 3010:Geology and Geophysics KW - Q2 09385:Hydrographic survey and cartography UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/18203151?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Awaterresources&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Journal+of+Coastal+Research&rft.atitle=An+Error+Assessment+of+Vector+Data+Derived+from+Scanned+National+Ocean+Service+Topographic+Sheets&rft.au=Daniels%2C+R+C%3BHuxford%2C+R+H&rft.aulast=Daniels&rft.aufirst=R&rft.date=2001-01-01&rft.volume=17&rft.issue=3&rft.spage=611&rft.isbn=&rft.btitle=&rft.title=Journal+of+Coastal+Research&rft.issn=07490208&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Last updated - 2016-06-22 N1 - SubjectsTermNotLitGenreText - Information retrieval; Coastal morphology; Image processing; Cartography; Geography; Maps; Data Acquisition; Surveys; Data Processing; Shores; Errors; Topography; Coasts; INE, USA, Oregon; INE, USA, Washington; Marine ER - TY - RPRT T1 - Assessment of Water Quality, Road Runoff, and Bulk Atmospheric Deposition, Guanella Pass Area, Clear Creek and Park Counties, Colorado, Water Years 1995-97 AN - 16128847; 5277291 AB - The purpose of this report is to present an evaluation of hydrologic and water-quality conditions in the Guanella Pass area based on the data collected during water years 1995-97. Objectives of the study are to (1) describe existing hydrology, water quality, suspended sediment, and dust conditions in the Guanella Pass road area; (2) collect sufficient data for comparison of conditions during the preconstruction period to the construction and postconstruction periods if the road is reconstructed; and (3) assess general effects of the present road on hydrology, water quality, sediment, and dust. JF - Report Number: USGS-WRI-00-4186 AU - Stevens, M Y1 - 2001 PY - 2001 DA - 2001 SP - 179 KW - Pollution Abstracts; Water Resources Abstracts; Aqualine Abstracts KW - PB2001107616 KW - Assessments KW - water quality KW - USA, Colorado KW - Roads KW - P 2000:FRESHWATER POLLUTION KW - SW 3020:Sources and fate of pollution KW - AQ 00002:Water Quality UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16128847?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Aqualine&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=Stevens%2C+M&rft.aulast=Stevens&rft.aufirst=M&rft.date=2001-01-01&rft.volume=&rft.issue=&rft.spage=179&rft.isbn=&rft.btitle=Assessment+of+Water+Quality%2C+Road+Runoff%2C+and+Bulk+Atmospheric+Deposition%2C+Guanella+Pass+Area%2C+Clear+Creek+and+Park+Counties%2C+Colorado%2C+Water+Years+1995-97&rft.title=Assessment+of+Water+Quality%2C+Road+Runoff%2C+and+Bulk+Atmospheric+Deposition%2C+Guanella+Pass+Area%2C+Clear+Creek+and+Park+Counties%2C+Colorado%2C+Water+Years+1995-97&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2004-09-01 N1 - SuppNotes - Available from NTIS: 1-800-553-NTIS (USA); (703)605-6000 (other countries); fax at (703)605-6900; orders[at]ntis.gov. NTIS Prices: PC ZZA1: 0/MF A02 N1 - Last updated - 2014-02-21 ER -